WO2009084253A1 - Variable speed controller of automatic transmission - Google Patents

Variable speed controller of automatic transmission Download PDF

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Publication number
WO2009084253A1
WO2009084253A1 PCT/JP2008/060358 JP2008060358W WO2009084253A1 WO 2009084253 A1 WO2009084253 A1 WO 2009084253A1 JP 2008060358 W JP2008060358 W JP 2008060358W WO 2009084253 A1 WO2009084253 A1 WO 2009084253A1
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WO
WIPO (PCT)
Prior art keywords
shift
control
clutch
gear
torque capacity
Prior art date
Application number
PCT/JP2008/060358
Other languages
French (fr)
Japanese (ja)
Inventor
Takahiro Morimoto
Haruki Sato
Masatake Ichikawa
Hiroshi Tsutsui
Original Assignee
Aisin Aw Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Aw Co., Ltd. filed Critical Aisin Aw Co., Ltd.
Priority to CN2008800207565A priority Critical patent/CN101688600B/en
Priority to DE112008001572T priority patent/DE112008001572T5/en
Publication of WO2009084253A1 publication Critical patent/WO2009084253A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0444—Smoothing ratio shift during fast shifting over two gearsteps, e.g. jumping from fourth to second gear

Definitions

  • the present invention relates to a shift control device for an automatic transmission mounted on a vehicle such as an automobile. More specifically, the present invention relates to a shift control for an automatic transmission capable of improving a shift shock during a jump shift by so-called clutch-to-clutch. Relates to the device.
  • a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of friction engagement elements (clutches, brakes) by a hydraulic control device, and shifts a power transmission path in a transmission gear mechanism. Shifting is possible by forming in stages. In recent years, it has become necessary to increase the number of stages of an automatic transmission in order to improve the fuel efficiency of a vehicle. In such an automatic transmission, it is optimal in accordance with a driver's request (that is, an accelerator depression amount, etc.). In order to select the correct gear, the gear shifts to a gear that is two or more steps away from one gear (for example, 4-2, 5-2, 2-4, 2-5). It has come to be.
  • the selection range of gears suitable for the running state of the vehicle is widened, so the gripping operation of the friction engagement element is not limited to simple gripping using two elements.
  • the necessity of carrying out complicated re-holding using four elements also arises.
  • 6th forward speed is set as an intermediate stage.
  • the torque sharing ratio of the high clutch at the intermediate speed is smaller than the torque sharing ratio of the high clutch (C-2) at the 6th forward speed. The high clutch does not slip automatically, and the controllability of the high clutch is poor.
  • the gear ratio change is fast in 6 ⁇ 4 gear shift, and the gear ratio change is suppressed in a narrow range of 4 ⁇ 3 gear shift, so that controllability is difficult and the engine may blow.
  • the clutch sharing ratio between the high clutch on the disengagement side and the 3-5 reverse clutch (C-3) on the engagement side in 6 ⁇ 4 gear shifting, which is greatly affected by shock, is small and weak against variations in hydraulic pressure.
  • the following shift control device for an automatic transmission has been proposed (see, for example, Japanese Patent Application Laid-Open No. 2003-106440).
  • the speed change control is performed by shortening the speed change time in the double change speed change in which the two friction engagement elements to be engaged and the two friction engagement elements to be released are simultaneously changed. This facilitates the hydraulic control at the second changeover shift having a great influence on the shock, thereby suppressing the shift shock.
  • the present invention requires the first shift engagement element when downshifting to two or more steps away from each other through the intermediate step by disconnecting and contacting the two friction engagement elements.
  • the torque capacity of the second shift release element is monitored, and the FB control by the second shift release element is ensured by ensuring that the first shift engagement element has a sufficient reaction force.
  • An object of the present invention is to provide a shift control device for an automatic transmission capable of effectively suppressing shift shock.
  • the present invention provides a plurality of friction engagement elements (C-1, C-2, C-3, B-1, B-2) that achieve a plurality of power transmission paths in the transmission gear mechanism (5) by respective engagement states. ), And is used in a stepped automatic transmission (3) that changes gears by switching between the frictional engagement elements.
  • a shift control device (1) for an automatic transmission provided with a control means (1) capable of performing a control for down-shifting to two or more shift stages via an intermediate stage by disconnecting and connecting each of the two )
  • the two frictional engagement elements are:
  • a first shift release element for example, C-2 or C-3) that is in an engaged state at a higher speed than the intermediate speed and is released when shifting from the higher speed to the intermediate speed and is engaged at the higher speed.
  • a second shift release element (for example, C-3 or C-) that is engaged and maintains engagement when shifting from the high speed to the intermediate speed and is released when shifting to a low speed that is lower than the intermediate speed. 2), a first shift engagement element (for example, C-1) that is in the released state at the high speed stage and is engaged at the intermediate stage and maintains the engagement up to the low speed stage, and the high speed stage and the intermediate stage A second shift engagement element (e.g., B-1 or C-3) that is in a disengaged state at a stage and is engaged at the low speed stage;
  • the control means (30) During the downshift, the hydraulic pressure of the second shift release element (for example, C-3) is feedback controlled, and the first shift engagement element (for example, C--) is increased as the torque capacity of the second shift release element increases.
  • the torque capacity of 1) is controlled to be sufficiently higher than the change in torque capacity of the second shift release element (for example, C-3 or C-2).
  • the control means controls the hydraulic pressure of the second shift release element.
  • the torque capacity of the first shift engagement element is controlled to be sufficiently higher than the change in torque capacity of the second shift release element as the torque capacity of the second shift release element increases. Therefore, due to insufficient torque capacity of the first speed change engagement element, a sufficient reaction force cannot be ensured at the time of gripping change, feedback control of the second speed change release element cannot be performed properly, and rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
  • the control means (30) performs the first shift release element (for example, C-2 or C-3) and the second shift release element (for example, C-3 or C) during the downshift.
  • the torque capacity of the second shift release element for example, C-3 or C-2
  • the torque capacity of the first shift engagement element for example, C-1 that forms the reaction force during the feedback control is determined.
  • the second shift release element for example, C-3 or C-2) is controlled to be sufficiently higher than the change in the torque capacity.
  • the control means sequentially reduces the torque capacities of the first shift release element and the second shift release element, and then reduces the torque capacity of the second shift release element again while increasing the torque capacity by feedback control.
  • the torque capacity of the first shift engagement element that forms the reaction force during the feedback control is changed to the change in the torque capacity of the second shift release element. Since the control is performed to be sufficiently higher than the minute, the feedback control of the second shift release element is ensured by guaranteeing the sufficient reaction force of the first shift engagement element, and the deterring force against the engine blow is effectively prevented. Can be generated.
  • the present invention is characterized in that the first shift release element (for example, C-3) and the second shift engagement element (for example, C-3) are the same friction engagement elements.
  • the first shift release element after releasing the first shift release element, it can be directly engaged as the second shift engagement element, so two different friction engagement elements are connected to the first shift release element and the second shift engagement element.
  • the control system can be simplified as compared with the case where each control is performed as a combination element.
  • the skeleton figure which shows the automatic transmission mechanism which can apply this invention.
  • the speed diagram of this automatic transmission mechanism. The flowchart which concerns on control of the clutch C-2 which is a 1st speed release element.
  • the flowchart which concerns on control of the clutch C-1 which is a 1st speed change engagement element.
  • the flowchart which concerns on control of the clutch C-3 which is a 2nd speed release element.
  • the flowchart which concerns on control of brake B-1 which is a 2nd speed change engagement element.
  • the time chart which shows the shift control which concerns on this invention.
  • FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
  • FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
  • FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
  • FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
  • the time chart which shows the shift control of the technique used as the foundation of this invention.
  • the flowchart which concerns on control of the 1st speed change engagement element in the technique used as the foundation of this invention.
  • an automatic transmission 3 suitable for use in, for example, an FF (front engine / front drive) type vehicle is an input shaft 8 of the automatic transmission 3 that can be connected to the engine 2 (see FIG. 1).
  • the torque converter 4 and the automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.
  • Reference numeral 9 denotes a transmission case that houses the automatic transmission mechanism 5.
  • the automatic transmission 3 includes clutches C-1, C-2, C-3 and a brake B, which are friction engagement elements that achieve a plurality of power transmission paths in an automatic transmission mechanism (transmission gear mechanism) according to each engagement state. -1 and B-2, and a stepped automatic transmission that shifts gears by gripping the friction engagement elements.
  • the shift control means 30 to be described later shifts down to a shift stage separated by two or more stages via an intermediate stage by operating each of the plurality of friction engagement elements by disconnection and contact by one re-holding. Control.
  • the torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid.
  • the runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged by the hydraulic control of the hydraulic control device 6 (see FIG. 1), the automatic transmission 3 The rotation of the input shaft 8 is directly transmitted to the input shaft 10 of the automatic transmission mechanism 5.
  • the automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10.
  • the planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.
  • the planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements.
  • the carrier CR2 has a long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3.
  • This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.
  • the sun gear S1 of the planetary gear SP is connected to a boss (not shown) that is integrally fixed to the transmission case 9, and the rotation is fixed. Further, the ring gear R1 is the same rotation as the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by reducing the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.
  • the sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake and can be fixed to the transmission case 9, and is connected to the clutch C-3.
  • the speed reduction rotation of the carrier CR1 can be input via the.
  • the sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.
  • the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be freely input through the clutch C-2, and the one-way clutch F-1 and Connected to the brake B-2, the rotation in one direction is restricted with respect to the transmission case 9 via the one-way clutch F-1, and the rotation can be fixed via the brake B-2.
  • the ring gear R2 is connected to a counter gear 11, and the counter gear 11 is connected to a drive wheel via a counter shaft and a differential device (not shown).
  • the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements.
  • the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG.
  • the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.
  • the clutch C-1 and the one-way clutch F-1 are engaged.
  • the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1.
  • the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed.
  • the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.
  • the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. .
  • the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables the forward rotation, so that, for example, the first forward speed when switching from the non-traveling range to the traveling range. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.
  • the clutch C-1 In the second forward speed (2ND), as shown in FIG. 3, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.
  • the ring gear R2 is caused by the one-way clutch F-1 that prevents the carrier CR2 from rotating in the reverse direction. This is a so-called hill hold state in which the forward rotation is allowed and the reverse rotation is prevented, and the vehicle is prevented from moving backward (reverse rotation of the drive wheel).
  • the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.
  • the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.
  • the clutch C-2 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .
  • the clutch C-3 is engaged and the brake B-2 is locked.
  • the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3.
  • the rotation of the carrier CR2 is fixed by the locking of the brake B-2.
  • the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.
  • the clutch C-1, the clutch C-2, and the clutch C-3 are released.
  • the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected.
  • the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.
  • FIG. 1 is a block diagram showing an electric control system and the like related to the shift control device 1 of the automatic transmission 3 in the present embodiment.
  • the shift control apparatus 1 has a control unit (ECU) 20 composed of a microcomputer, and the control unit 20 includes a shift control means 30 and a shift map. map.
  • the graph shown in FIG. 9 is determined from the shift map map according to the amount of accelerator depression by the driver. Note that the hydraulic pressure [Pa] in FIG. 9 actually indicates the hydraulic pressure command value, but is used as the hydraulic pressure thereafter.
  • the control unit 20 includes an accelerator opening sensor 41 that detects an angle of an accelerator pedal (not shown) of a vehicle on which the automatic transmission 3 and the shift control device 1 are mounted (that is, an accelerator pedal depression amount).
  • an accelerator opening sensor 41 that detects an angle of an accelerator pedal (not shown) of a vehicle on which the automatic transmission 3 and the shift control device 1 are mounted (that is, an accelerator pedal depression amount).
  • An output shaft rotational speed (vehicle speed) sensor 43 for detecting the vehicle speed of the vehicle and a shift position sensor 45 for detecting a selected position of a shift lever (not shown) are connected to input various signals.
  • the shift control means 30 refers to the shift map map based on the accelerator opening detected by the accelerator opening sensor 41 and the vehicle speed detected by the output shaft speed sensor 43, and the above-mentioned first forward speed to forward 6
  • the clutch C-1, C-2, C-3 is selected so as to achieve the selected shift stage by selecting and determining the speed stage and electronically controlling a shift valve (not shown) or the like in the hydraulic control device 6.
  • B-1 and B-2 are controlled.
  • the hydraulic control device 6 includes a large number of hydraulic servos (not shown) corresponding to the automatic transmission mechanism 5, and also includes a large number of shift valves for switching the hydraulic pressure to these hydraulic servos.
  • the shift control means 30 includes a shift release side control means 31, a shift engagement side control means 32, and a shift progress determination means 33.
  • the shift release side control means 31 controls the release side hydraulic pressure of the clutch C-2 as the first shift release element and the clutch C-3 as the second shift release element.
  • the shift engagement side control means 32 controls the engagement side hydraulic pressure of the clutch C-1 as the first shift engagement element and the brake B-1 as the second shift engagement element.
  • the shift progress determining means 33 detects the progress state of the downshift based on the rotation change based on the gear ratio that is changed during the downshift (power-on downshift), and compares the detected value with a predetermined threshold value set in advance. Determine the progress of gear shifting.
  • the shift control means (control means) 30 performs the feedback control of the hydraulic pressure of the clutch C-3 at the time of downshift, and increases the torque capacity of the clutch C-1 as the torque capacity of the clutch C-3 increases. Control is performed so as to be sufficiently higher than the change in the torque capacity of the clutch C-3.
  • the shift control means 30 reduces the torque capacity of the clutch C-2 and the clutch C-3 sequentially during the downshift, and then reduces the torque capacity of the clutch C-3 again while increasing the torque capacity by feedback control. While monitoring the torque capacity of the clutch C-3 by the feedback control, the torque capacity of the clutch C-1 that forms the reaction force during the feedback control is made sufficiently higher than the change in the torque capacity of the clutch C-3. To control.
  • a linear solenoid valve (engagement-side hydraulic control valve) that regulates the hydraulic pressure supplied to the hydraulic servo of the engagement-side frictional engagement element, or the hydraulic pressure supplied to the hydraulic servo of the release-side frictional engagement element It becomes a linear solenoid valve (release side hydraulic control valve).
  • FIG. 5 is a flowchart related to the control of the clutch C-2 that is the first shift release element
  • FIG. 6 is a flowchart related to the control of the clutch C-1 that is the first shift engagement element
  • FIG. 7 is the second shift release.
  • FIG. 8 is a flowchart relating to the control of the brake B-1 as the second shift engagement element.
  • FIG. 9 is a time chart showing the shift control according to the present invention.
  • two frictional engagement elements used for downshifting by changing the four elements are engaged at the fifth forward speed (high speed) on the higher speed side than the third forward speed (intermediate speed).
  • the clutch C-2 first shift release element
  • the clutch C-3 second shift release element
  • the clutch C-1 first shift engagement element
  • the clutch C-1 that is engaged and maintained at the third forward speed and maintains the engagement until the second forward speed, and is released at the fifth forward speed and the third forward speed.
  • a brake B-1 (second shift engagement element) engaged at the second forward speed.
  • the shift release side control means 31 continues to determine whether or not the predetermined time tmr_wait has elapsed (Tmr_wait ⁇ 0) (S2; NO), and when the predetermined time tmr_wait has elapsed and the timer has expired (S2; YES) ) To proceed to step S3.
  • the initial speed change control after the hydraulic pressure of the hydraulic servo of the clutch C-2 is lowered by one step, the hydraulic pressure is gradually lowered until just before the clutch C-2 starts to slip. Then, in step S4, the start of shifting is determined. If it is determined that shifting is started (S4; YES), the process proceeds to step S5.
  • step S5 (corresponding to time points t 6 to t 8 in FIG. 9), inertia phase shift control is executed, and the process proceeds to step S6.
  • the hydraulic pressure of the clutch C-2 is further lowered, so that the power transmission between the engine 2 and the drive wheel (counter gear 11) is gradually disconnected by the automatic transmission mechanism 5, and the load is reduced. The reduced rotational speed of the engine 2 starts to rise.
  • step S8 it is determined whether or not a predetermined time Tmr_Fin has elapsed (Tmr_Fin ⁇ 0) (S8; NO), and when the timer expires (S8; YES), the process proceeds to step S9 to perform release hold completion control. finish.
  • step S15 the hydraulic pressure of the hydraulic servo of the clutch C-1 that is the first shift engagement element is increased, and the backlash movement between the piston of the hydraulic servo and the friction plate of the clutch C-1 is performed (see FIG. 9 corresponding to time points t 3 to t 7 ).
  • step S15 the shift progress determining means 33 determines whether or not the first shift end determination is established while monitoring the shift progress.
  • the speed diagram shows that the release hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-2) is the maximum.
  • the hydraulic pressure of the clutch C-3 once lowered is increased.
  • the release hydraulic pressure of the second shift (the hydraulic pressure of the clutch C-3) is reduced, and the rotation of the turbine runner 4b (hereinafter referred to as turbine rotation) is further blown up.
  • step S16 the engagement holding completion control A (A control) for quickly reducing the hydraulic pressure to a certain extent with a steep slope is performed.
  • start corresponding to time points t 7 to t 8 in FIG. 9.
  • the hydraulic pressure of the hydraulic servo is quickly raised until immediately before the differential rotation of the clutch disappears. That is, the engagement hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-1) is started to be applied, and the engagement hydraulic pressure of the clutch C-3 is controlled to be increased by feedback control in order to suppress the blow-up of the turbine rotation.
  • the velocity diagram at this time is as shown in FIG.
  • step S17 the shift engagement side control means 32 monitors the release torque capacity (clutch C-3) of the second shift, calculates a required target pressure that is indispensable or higher, and calculates the torque capacity of the clutch C-1. It is determined whether or not (first shift engagement torque capacity) is higher than the torque capacity (second shift release torque capacity) of clutch C-3 ⁇ ⁇ (safety factor for inertia), otherwise (S17; NO) ) Repeats the engagement holding completion control A in step S16.
  • the shift engagement side control means 32 determines that the clutch C-1 torque capacity is higher than the clutch C-3 torque capacity ⁇ ⁇ (S17; YES), it stops the engagement holding completion control A, and the step Proceeding to S18, engagement holding completion control B (B control) is started, and sweep-up is performed with a relatively gentle gradient (corresponding to time points t 8 to t 11 in FIG. 9).
  • the speed diagram is as shown in FIG.
  • the carrier CR1 and the sun gear S2 can be synchronized by supplying the hydraulic pressure of the clutch C-3.
  • the torque capacity of the clutch C-1 is low (small)
  • the carrier is engaged by the engagement of the clutch C-3.
  • CR1 is linked to the sun gear S2
  • the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2
  • the carrier CR1 is not linked to the sun gear S3 due to the non-engagement of the clutch C-1.
  • the differential rotation between the carrier CR1 and the sun gear S3 spreads, and no force is generated to reduce (suppress) the turbine rotation.
  • the torque capacity of the clutch C-3 ⁇ ⁇ ⁇ the torque capacity of the clutch C-1 is controlled in step S17.
  • the diagram is as shown in FIG.
  • the clutch C-3 since the torque capacity of the clutch C-1 is increased in accordance with the increase in the torque capacity of the clutch C-3, the clutch C-3 is in a state where the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2.
  • the carrier CR1 is linked to the sun gear S2 by the engagement of the clutch C-1, and the carrier CR1 is linked to the sun gear S3 by the engagement of the clutch C-1, so that a force for reducing the turbine rotation is generated.
  • step S18 (corresponding to time points t 8 to t 11 in FIG. 9), the shift engagement side control means 32 ensures that the target pressure is higher than the pressure corresponding to the torque capacity of the second shift release element in step S17.
  • the engagement holding completion control B is started.
  • the torque capacity of the clutch C-1 is increased with a gentle basic gradient, but the increase in the torque capacity of the clutch C-3 as the second shift release element is also corrected.
  • it progresses to step S19.
  • step S19 it is determined by the shift progress determining means 33 whether or not the second shift end determination is satisfied (that is, whether or not the gear ratio of the second gear is exceeded), and the shift engagement side control means 32 is If the second shift end determination is not satisfied, step S18 is repeated, and if it is satisfied, the process proceeds to step S20 to execute engagement holding completion control C (C control).
  • C control engagement holding completion control
  • the carrier CR1 is not linked to the sun gear S2 due to the non-engagement of the clutch C-3, the carrier CR1 is linked to the sun gear S3 due to the engagement of the clutch C-1, and the sun gear S2 is caused to operate by the operation of the brake B-1. Locked.
  • step S20 (corresponding to time points t 11 to t 12 in FIG. 9), the engagement holding completion control C (C control) is executed, and then the process proceeds to step S21.
  • control is performed so that the hydraulic pressure is rapidly increased at a steep slope after the end of the second shift. Note that, in the period from time t 11 to time t 12 in FIG. 9, the hydraulic pressure is actually increased with the torque sharing change reset to the second gear.
  • step S21 it is determined whether or not to end the shift control. While it is determined that the shift control is not terminated, step S20 is repeated, and is terminated when it is determined that the shift control is terminated.
  • step S32 the rotation change amount (ShiftR ) Is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_rel). While ShiftR> ShiftRallow_rel is not satisfied (S32; NO), step S32 is repeated, and when ShiftR> ShiftRallow_rel is satisfied (S32; YES), the process proceeds to step S33.
  • step S33 (corresponding to time points t 1 to t 4 in FIG. 9), the engagement holding standby control is started, and then the process proceeds to step S34.
  • step S34 the shift release side control means 31 determines whether or not the first shift end determination is established (the third gear is established) based on the determination of the shift progress determination means 33. S33 is repeated, and when it is established, the process proceeds to step S35.
  • step S35 downshift release control (3-2 shift release control) is started and initial shift control is started, and the process proceeds to step S36.
  • step S36 it is determined whether or not the second shift is to be started by monitoring whether or not the third gear or higher is established in the 3-2 shift, and step S36 is repeated while it is determined not to start.
  • step S37 time points t 7 to t 8 in FIG. 9
  • inertia phase shift control is performed to release the hydraulic pressure at a constant gradient, and the process proceeds to step S38.
  • step S38 ShiftR (rotational change amount) is monitored to determine whether the rotational change amount (ShiftR) exceeds a predetermined rotational change amount (ShiftR> startFB). While ShiftR> startFB is not satisfied (S38; NO), step S37 is repeated, and when ShiftR> startFB is satisfied (S38; YES), the process proceeds to step S39.
  • Step S39 In (time t 8 ⁇ t 12 in FIG. 9), the engaging-side shift control section 32 starts the rotation change rate control is a feedback control, will rapidly increase the hydraulic pressure, the process proceeds to step S40.
  • the shift release side control means 31 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied (S40; NO) repeats the step S39, the second shift end judgment is when a condition is satisfied (S40; the process proceeds to step S41 in YES), it initiates a complete control (time t 12 ⁇ t 14 in FIG. 9).
  • step S51 when the shift release side control means 31 starts the 5-2 shift control in step S51, the rotation change amount ( ShiftR) is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_app). While ShiftR> ShiftRallow_app is not satisfied (S52; NO), step S52 is repeated, and when ShiftR> ShiftRallow_app is satisfied (S52; YES), the process proceeds to step S53.
  • step S53 time points t 5 to t 8 in FIG. 9
  • the release hold standby control is a control that closes the stroke to some extent (backlash).
  • step S54 the shift engagement side control means 32 determines whether or not the first shift end determination is satisfied based on the determination of the shift progress determination means 33, and repeats step S54 while determining that it is not satisfied, When it is determined that it has been established, the process proceeds to step S55.
  • step S55 time t 8 ⁇ t 10 in FIG. 9
  • step S56 the process proceeds to step S56. That is, when the third gear is established after the end of the first shift control, the servo start control for stabilizing the stroke is started and a constant pressure is output, and then the process proceeds to step S56.
  • step S56 the shift engagement side control means 32 determines whether or not the predetermined time cnt_S has elapsed (cnt_S> Time_S_En) from the preset time Time_S_En during the execution of the control in step S55, and does not elapse. During this time, the control in step S55 is repeated. If it has elapsed, the control is stopped and the process proceeds to step S57.
  • step S57 time t 10 ⁇ t 11 in FIG. 9
  • the hydraulic Although not raise the start of the engagement control for ready to control a degree hydraulic by increased torque, the process proceeds to step S58.
  • step S58 the shift engagement side control means 32 determines whether or not the end control start condition is satisfied based on the degree of shift, and determines whether or not the end control start condition is not satisfied. The combined control is repeated, and when it is determined that the final control start condition is satisfied, the process proceeds to step S59.
  • step S59 (time points t 11 to t 13 in FIG. 9), sweep-up is performed at a constant gradient, and final control for quickly increasing the torque capacity of the brake B-1 is started, and the process proceeds to step S60.
  • step S60 the shift engagement side control means 32 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied, step S60 is performed. S59 is repeated, and when it is determined that the second shift end determination has been established, the routine proceeds to step S61, where completion control (time points t 13 to t 14 in FIG. 9) is started. In other words, when the engine 2 is looking at a change in rotation and it is determined that the change in rotation has reached the gear stage, it is grasped with good timing.
  • the shift release side control means 31 performs the clutch C-3 (second shift shift) necessary for making an appropriate rotation change in the shift by changing the gripping of two different friction engagement elements.
  • the release hydraulic pressure of the release element is calculated and output based on the FB control.
  • the torque capacity of the clutch C-3 is monitored to ensure that the clutch C-1 has a sufficient reaction force. By doing so, the FB control by the clutch C-3 can be guaranteed.
  • the shift control means 30 performs FB control of the hydraulic pressure of the clutch C-3 that is the second shift release element during the downshift, and as the torque capacity of the clutch C-3 increases. Control is performed so that the torque capacity of the clutch C-1 as the first shift engagement element is sufficiently higher than the change in the torque capacity of the clutch C-3. For this reason, due to insufficient torque capacity of the first shift engagement element, a sufficient reaction force cannot be ensured at the time of gripping, and the FB control of the second shift release element cannot be performed properly, and the rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
  • the shift control means 30 is connected to the clutch C-2 and the clutch C-2. After sequentially reducing each torque capacity of C-3, the torque capacity of the clutch C-3 is increased and reduced again by FB control, and the torque capacity of the clutch C-3 by FB control is monitored. Control is performed so that the torque capacity of the clutch C-1 that forms the reaction force during the FB control is sufficiently higher than the change in the torque capacity of the clutch C-3.
  • the FB control of the clutch C-3 as the second shift release element is ensured, and the deterring force against the engine blow is reduced. It can be generated effectively.
  • step S81 to S85 in FIG. 15 are the same as the processes in steps S11 to S15 in FIG. 6 in the present embodiment, but the processes in and after step S86 are different from the present embodiment. Different.
  • step S85 it is determined whether or not the first shift end determination is satisfied, and if it is determined that the first shift end determination is satisfied (S85; YES), step S86. Then, the engagement holding completion control is started and the hydraulic pressure of the hydraulic servo of the clutch C-1 is increased (sweep up) at a constant gradient.
  • step S87 it is determined whether or not the shift control has been completed, and the process ends when it is determined that the shift control has been completed.
  • the engagement holding completion control in this basic technique simply increases the hydraulic pressure to the clutch C-1 with a constant sweep gradient. As shown, the torque capacity of the clutch C-1 falls below the torque capacity of the clutch C-3, resulting in a shortage To of the torque capacity of the first speed change engagement element (time points t 28 to t in the figure). 31 ). For this reason, even if the same release pressure is applied, the reaction force by the clutch C-1 is insufficient and engine blow occurs, and a shift shock F as shown at time points t 30 to t 31 in the figure occurs. .
  • the clutch C-2 is replaced with the clutch C-1 at the time of 5 ⁇ 3 shift, but the clutch C-3 is maintained in the engaged state, so that the torque capacity is maintained. There is no shortage.
  • increasing the torque capacity of the clutch C-1 that has been grabbed and releasing the clutch C-3 to grasp the brake B-1 results in all of the hydraulic pressure being controlled. There is a risk of insufficient capacity.
  • the present invention is applied to the 5-2 shift (5 ⁇ 3 ⁇ 2 shift).
  • the present invention is not limited to this.
  • the first shift engagement element that was the clutch C-1 in this embodiment is the clutch C-1
  • the first shift release element that was the clutch C-2 in this embodiment is the clutch C-1
  • the second shift release element that was the clutch C-3 in this embodiment is the clutch C-2
  • the second shift engagement element that was the brake B-1 in the present embodiment is the clutch C-2. -3.
  • the automatic transmission 3 has been described by taking as an example the one that achieves the preferred 6 forward speed and 1 reverse speed for use in an FF type vehicle, but is not limited thereto.
  • the present invention can be applied even to an automatic transmission suitable for use in an FR type (front engine / rear drive) and other types of vehicles.
  • the shift control device for an automatic transmission can be used for an automatic transmission mounted on a passenger car, a truck, a bus, an agricultural machine, and the like, and in particular, an automatic shift capable of performing a jump shift by gripping. It is suitable for use in equipment that requires improvement of shift shock.

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Abstract

When two friction engagement elements are disconnected and connected and they are down-shifted to a variable speed stage two or more stages apart via an intermediate stage, a variable speed control means controls the torque capacity of a first variable speed engagement element to be sufficiently higher than a change quantity of torque capacity of a second variable speed release element with an increase of the torque capacity of the second variable speed release element while feedback-controlling the oil pressure of the second variable speed release element. Thus, the control means can effectively suppress a drawback where sufficient reaction cannot be secured at the time of exchanging due to lack of torque capacity of the first variable speed engagement element, feedback control of the second variable speed release element cannot appropriately be performed, control of a rotation change becomes difficult and a variable speed shock occurs.

Description

自動変速機の変速制御装置Shift control device for automatic transmission
　本発明は、自動車等の車輌に搭載される自動変速機の変速制御装置に係り、詳しくは、いわゆるクラッチツークラッチ（掴み換え）による飛び変速時の変速ショックを改善し得る自動変速機の変速制御装置に関する。 The present invention relates to a shift control device for an automatic transmission mounted on a vehicle such as an automobile. More specifically, the present invention relates to a shift control for an automatic transmission capable of improving a shift shock during a jump shift by so-called clutch-to-clutch. Relates to the device.
　従来、例えば車輌に搭載される有段式の自動変速機は、複数の摩擦係合要素（クラッチ、ブレーキ）の係合状態を油圧制御装置によって制御し、変速歯車機構における動力伝達経路を各変速段で形成することで変速を可能としている。また近年、車輌の燃費向上を図るために自動変速機の多段化が求められるようになり、このような自動変速機にあっては、ドライバの要求（即ちアクセルの踏込み量など）に応じて最適な変速段を選択するため、１回の変速で２段以上離れた変速段に変速する（例えば４－２変速、５－２変速、２－４変速、２－５変速など）飛び変速が行われるようになっている。 2. Description of the Related Art Conventionally, for example, a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of friction engagement elements (clutches, brakes) by a hydraulic control device, and shifts a power transmission path in a transmission gear mechanism. Shifting is possible by forming in stages. In recent years, it has become necessary to increase the number of stages of an automatic transmission in order to improve the fuel efficiency of a vehicle. In such an automatic transmission, it is optimal in accordance with a driver's request (that is, an accelerator depression amount, etc.). In order to select the correct gear, the gear shifts to a gear that is two or more steps away from one gear (for example, 4-2, 5-2, 2-4, 2-5). It has come to be.
　上述した多段化されたギヤトレインにあっては、車輌の走行状態に適合する変速段の選択幅が広がるため、摩擦係合要素の掴み換え操作も、２要素を用いる単純な掴み換えに留まらず、例えば４要素を用いて複雑な掴み換えをするような必要性も生じてくる。例えば２つの摩擦係合要素を解放して２つの摩擦係合要素を係合させる４要素の掴み換え（いわゆる二重掛け換え）において、例えば６－３変速に関して前進４速段を中間段として６→４→３変速を採用する際には、前進６速段でのハイクラッチ（Ｃ－２）のトルク分担比よりも中間段でのハイクラッチのトルク分担比が小さくなるため、４→３変速で自動的にハイクラッチが滑ることがなく、ハイクラッチの制御性が悪い。また、６→４変速ではギヤ比変化が速く、４→３変速の狭い範囲でギヤ比変化を抑えるため、制御性が困難でエンジンが空吹く可能性がある。更に、ショックの影響の大きい６→４変速における解放側のハイクラッチと係合側の３－５リバースクラッチ（Ｃ－３）のクラッチ分担比が小さく、油圧のバラツキに対して弱い。 In the above-described multi-stage gear train, the selection range of gears suitable for the running state of the vehicle is widened, so the gripping operation of the friction engagement element is not limited to simple gripping using two elements. For example, the necessity of carrying out complicated re-holding using four elements also arises. For example, in four-element gripping (so-called double switching) in which two frictional engagement elements are released and two frictional engagement elements are engaged, for example, with regard to 6-3 shift, 6th forward speed is set as an intermediate stage. When adopting 4 → 3 shift, the torque sharing ratio of the high clutch at the intermediate speed is smaller than the torque sharing ratio of the high clutch (C-2) at the 6th forward speed. The high clutch does not slip automatically, and the controllability of the high clutch is poor. Further, the gear ratio change is fast in 6 → 4 gear shift, and the gear ratio change is suppressed in a narrow range of 4 → 3 gear shift, so that controllability is difficult and the engine may blow. In addition, the clutch sharing ratio between the high clutch on the disengagement side and the 3-5 reverse clutch (C-3) on the engagement side in 6 → 4 gear shifting, which is greatly affected by shock, is small and weak against variations in hydraulic pressure.
　そこで、上述のような問題を解消するため、以下のような自動変速機の変速制御装置が提案されている（例えば日本国特開２００３－１０６４４０号公報参照）。該公報に記載の変速制御装置では、係合する２個の摩擦係合要素と解放する２個の摩擦係合要素とを同時に掛け換える二重掛け換え変速に際して、変速時間を短縮して変速制御性を容易化させ、ショックに影響の大きい第２掛け換え変速での油圧制御を容易にし、それにより変速ショックを抑制し得るようにしている。 Therefore, in order to solve the above-described problems, the following shift control device for an automatic transmission has been proposed (see, for example, Japanese Patent Application Laid-Open No. 2003-106440). In the speed change control device described in the publication, the speed change control is performed by shortening the speed change time in the double change speed change in which the two friction engagement elements to be engaged and the two friction engagement elements to be released are simultaneously changed. This facilitates the hydraulic control at the second changeover shift having a great influence on the shock, thereby suppressing the shift shock.
　ところで、上記公報に記載されるような変速制御装置において、２つずつの摩擦係合要素の掴み換え（４要素の掴み換え）による変速時に、適切な回転変化を行わせるために必要な第２変速解放油圧をフィードバック制御（以下、ＦＢ制御ともいう）によって算出し出力するものがあるが、その際、反力要素となるべき第１変速係合要素のトルク容量が不十分である場合にはＦＢ制御の効果が十分に得られず、回転変化のコントロールが困難になり、それに起因して変速ショックが発生する虞がある。 By the way, in the speed change control apparatus as described in the above publication, the second speed necessary for causing an appropriate change in rotation at the time of speed change by re-holding two friction engagement elements (replacement of four elements). Some shift release hydraulic pressures are calculated and output by feedback control (hereinafter also referred to as FB control). At this time, if the torque capacity of the first shift engagement element to be a reaction force element is insufficient, The effect of the FB control cannot be sufficiently obtained, and it becomes difficult to control the rotation change, which may cause a shift shock.
　そこで本発明は、２つずつの摩擦係合要素をそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする際に、第１変速係合要素の必要なトルク容量計算において、第２変速解放要素のトルク容量を監視し、第１変速係合要素が十分な反力を持てるように保証することで第２変速解放要素によるＦＢ制御を保証するように構成し、変速ショックを有効に抑制し得るようにした自動変速機の変速制御装置を提供することを目的とする。 Therefore, the present invention requires the first shift engagement element when downshifting to two or more steps away from each other through the intermediate step by disconnecting and contacting the two friction engagement elements. In the torque capacity calculation, the torque capacity of the second shift release element is monitored, and the FB control by the second shift release element is ensured by ensuring that the first shift engagement element has a sufficient reaction force. An object of the present invention is to provide a shift control device for an automatic transmission capable of effectively suppressing shift shock.
　本発明は、変速歯車機構（５）における複数の動力伝達経路を各係合状態により達成する複数の摩擦係合要素（Ｃ－１，Ｃ－２，Ｃ－３，Ｂ－１，Ｂ－２）を有し、それら摩擦係合要素同士の掴み換えにより変速を行う有段式の自動変速機（３）に用いられるものであって、１回の掴み換えにより、前記複数の摩擦係合要素における２つずつをそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする制御を行い得る制御手段（３０）を備えた自動変速機の変速制御装置（１）において、
　前記２つずつの摩擦係合要素は、
　前記中間段より高速側の高速段では係合状態にあり該高速段から前記中間段への変速時に解放される第１変速解放要素（例えばＣ－２又はＣ－３）及び前記高速段では係合状態にあり該高速段から前記中間段への変速時には係合を維持しかつ前記中間段より低速側の低速段への変速時には解放される第２変速解放要素（例えばＣ－３又はＣ－２）と、前記高速段では解放状態にあり前記中間段にて係合されて前記低速段まで該係合を維持する第１変速係合要素（例えばＣ－１）及び前記高速段と前記中間段では解放状態にあり前記低速段にて係合される第２変速係合要素（例えばＢ－１又はＣ－３）と、であり、
　前記制御手段（３０）は、
　前記ダウンシフトに際して、前記第２変速解放要素（例えばＣ－３）の油圧をフィードバック制御しつつ、該第２変速解放要素のトルク容量の増加に伴って前記第１変速係合要素（例えばＣ－１）のトルク容量を、前記第２変速解放要素（例えばＣ－３又はＣ－２）のトルク容量の変化分より十分に高くなるように制御してなる、ことを特徴とする。 The present invention provides a plurality of friction engagement elements (C-1, C-2, C-3, B-1, B-2) that achieve a plurality of power transmission paths in the transmission gear mechanism (5) by respective engagement states. ), And is used in a stepped automatic transmission (3) that changes gears by switching between the frictional engagement elements. A shift control device (1) for an automatic transmission provided with a control means (1) capable of performing a control for down-shifting to two or more shift stages via an intermediate stage by disconnecting and connecting each of the two )
The two frictional engagement elements are:
A first shift release element (for example, C-2 or C-3) that is in an engaged state at a higher speed than the intermediate speed and is released when shifting from the higher speed to the intermediate speed and is engaged at the higher speed. A second shift release element (for example, C-3 or C-) that is engaged and maintains engagement when shifting from the high speed to the intermediate speed and is released when shifting to a low speed that is lower than the intermediate speed. 2), a first shift engagement element (for example, C-1) that is in the released state at the high speed stage and is engaged at the intermediate stage and maintains the engagement up to the low speed stage, and the high speed stage and the intermediate stage A second shift engagement element (e.g., B-1 or C-3) that is in a disengaged state at a stage and is engaged at the low speed stage;
The control means (30)
During the downshift, the hydraulic pressure of the second shift release element (for example, C-3) is feedback controlled, and the first shift engagement element (for example, C--) is increased as the torque capacity of the second shift release element increases. The torque capacity of 1) is controlled to be sufficiently higher than the change in torque capacity of the second shift release element (for example, C-3 or C-2).
　この場合、２つずつの摩擦係合要素をそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする際に、制御手段が、第２変速解放要素の油圧をフィードバック制御しつつ、該第２変速解放要素のトルク容量の増加に伴って第１変速係合要素のトルク容量を、第２変速解放要素のトルク容量の変化分より十分に高くなるように制御するので、第１変速係合要素のトルク容量不足に起因して掴み換え時に十分な反力を確保できずに、第２変速解放要素のフィードバック制御を適正に行うことができず、回転変化のコントロールが困難になって変速ショックが発生するような不都合の発生を、ダウンシフト変速を的確に行うことで有効に抑制することができる。 In this case, when the two friction engagement elements are respectively disconnected and contacted and downshifted to a shift stage that is separated by two or more stages via the intermediate stage, the control means controls the hydraulic pressure of the second shift release element. The torque capacity of the first shift engagement element is controlled to be sufficiently higher than the change in torque capacity of the second shift release element as the torque capacity of the second shift release element increases. Therefore, due to insufficient torque capacity of the first speed change engagement element, a sufficient reaction force cannot be ensured at the time of gripping change, feedback control of the second speed change release element cannot be performed properly, and rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
　具体的には、本発明は、制御手段（３０）が、前記ダウンシフトに際して、前記第１変速解放要素（例えばＣ－２又はＣ－３）と前記第２変速解放要素（例えばＣ－３又はＣ－２）の各トルク容量を順次低減した後、該第２変速解放要素（例えばＣ－３又はＣ－２）のトルク容量をフィードバック制御で上昇させつつ再度低減すると共に、該フィードバック制御による前記第２変速解放要素（例えばＣ－３又はＣ－２）のトルク容量を監視しつつ、該フィードバック制御時の反力を成す前記第１変速係合要素（例えばＣ－１）のトルク容量を、前記第２変速解放要素（例えばＣ－３又はＣ－２）の前記トルク容量の変化分より十分に高くなるように制御してなる、ことを特徴とする。 Specifically, according to the present invention, the control means (30) performs the first shift release element (for example, C-2 or C-3) and the second shift release element (for example, C-3 or C) during the downshift. After sequentially reducing each torque capacity of C-2), the torque capacity of the second shift release element (for example, C-3 or C-2) is reduced again while increasing by feedback control, While monitoring the torque capacity of the second shift release element (for example, C-3 or C-2), the torque capacity of the first shift engagement element (for example, C-1) that forms the reaction force during the feedback control is determined. The second shift release element (for example, C-3 or C-2) is controlled to be sufficiently higher than the change in the torque capacity.
　この場合、制御手段が、ダウンシフトに際して、第１変速解放要素と第２変速解放要素の各トルク容量を順次低減した後、該第２変速解放要素のトルク容量をフィードバック制御で上昇させつつ再度低減すると共に、該フィードバック制御による第２変速解放要素のトルク容量を監視しつつ、該フィードバック制御時の反力を成す第１変速係合要素のトルク容量を、第２変速解放要素のトルク容量の変化分より十分に高くなるように制御するので、第１変速係合要素の十分な反力を保証することで第２変速解放要素のフィードバック制御を保証して、エンジン吹きに対する抑止力を効果的に発生させることができる。 In this case, during the downshift, the control means sequentially reduces the torque capacities of the first shift release element and the second shift release element, and then reduces the torque capacity of the second shift release element again while increasing the torque capacity by feedback control. In addition, while monitoring the torque capacity of the second shift release element by the feedback control, the torque capacity of the first shift engagement element that forms the reaction force during the feedback control is changed to the change in the torque capacity of the second shift release element. Since the control is performed to be sufficiently higher than the minute, the feedback control of the second shift release element is ensured by guaranteeing the sufficient reaction force of the first shift engagement element, and the deterring force against the engine blow is effectively prevented. Can be generated.
　更に、本発明は、前記第１変速解放要素（例えばＣ－３）と前記第２変速係合要素（例えばＣ－３）とが同じ摩擦係合要素である、ことを特徴とする。 Furthermore, the present invention is characterized in that the first shift release element (for example, C-3) and the second shift engagement element (for example, C-3) are the same friction engagement elements.
　この場合、第１変速解放要素を解放した後に、これをそのまま第２変速係合要素として係合させることができるので、互いに異なる２つの摩擦係合要素を第１変速解放要素及び第２変速係合要素としてそれぞれに制御する場合に比して、制御系を簡素化させることができる。 In this case, after releasing the first shift release element, it can be directly engaged as the second shift engagement element, so two different friction engagement elements are connected to the first shift release element and the second shift engagement element. The control system can be simplified as compared with the case where each control is performed as a combination element.
　なお、上記カッコ内の符号は、図面と対照するためのものであるが、これは発明の理解を容易にするための便宜的なものであり、特許請求の範囲の記載に何等影響を及ぼすものではない。 Note that the reference numerals in the parentheses are for comparison with the drawings, but this is for convenience to facilitate understanding of the invention and does not affect the description of the claims. is not.
本発明に係る自動変速機の変速制御装置に係る電気制御系等を示すブロック図。The block diagram which shows the electric control system etc. which concern on the transmission control apparatus of the automatic transmission which concerns on this invention. 本発明を適用し得る自動変速機構を示すスケルトン図。The skeleton figure which shows the automatic transmission mechanism which can apply this invention. 本自動変速機構の係合表。The engagement table of this automatic transmission mechanism. 本自動変速機構の速度線図。The speed diagram of this automatic transmission mechanism. 第１変速解放要素であるクラッチＣ－２の制御に係るフローチャート。The flowchart which concerns on control of the clutch C-2 which is a 1st speed release element. 第１変速係合要素であるクラッチＣ－１の制御に係るフローチャート。The flowchart which concerns on control of the clutch C-1 which is a 1st speed change engagement element. 第２変速解放要素であるクラッチＣ－３の制御に係るフローチャート。The flowchart which concerns on control of the clutch C-3 which is a 2nd speed release element. 第２変速係合要素であるブレーキＢ－１の制御に係るフローチャート。The flowchart which concerns on control of brake B-1 which is a 2nd speed change engagement element. 本発明に係る変速制御を示すタイムチャート。The time chart which shows the shift control which concerns on this invention. 入・出力の関係を図４の速度線図とは逆にした速度線図。FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4. 入・出力の関係を図４の速度線図とは逆にした速度線図。FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4. 入・出力の関係を図４の速度線図とは逆にした速度線図。FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4. 入・出力の関係を図４の速度線図とは逆にした速度線図。FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4. 本発明の基礎となる技術の変速制御を示すタイムチャート。The time chart which shows the shift control of the technique used as the foundation of this invention. 本発明の基礎となる技術における第１変速係合要素の制御に係るフローチャート。The flowchart which concerns on control of the 1st speed change engagement element in the technique used as the foundation of this invention.
　以下、本発明に係る実施の形態を図１ないし図１５に沿って説明する。 Hereinafter, embodiments according to the present invention will be described with reference to FIGS.
　まず、本発明を適用し得る自動変速機３の概略構成について図２に沿って説明する。同図に示すように、例えばＦＦ（フロントエンジン・フロントドライブ）タイプの車輌に用いて好適な自動変速機３は、エンジン２（図１参照）に接続し得る該自動変速機３の入力軸８を有しており、該入力軸８の軸方向を中心としてトルクコンバータ４、及び自動変速機構５を備えている。なお、符号９は、自動変速機構５を収容する変速機ケースを示している。 First, a schematic configuration of an automatic transmission 3 to which the present invention can be applied will be described with reference to FIG. As shown in the figure, an automatic transmission 3 suitable for use in, for example, an FF (front engine / front drive) type vehicle is an input shaft 8 of the automatic transmission 3 that can be connected to the engine 2 (see FIG. 1). The torque converter 4 and the automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8. Reference numeral 9 denotes a transmission case that houses the automatic transmission mechanism 5.
　本自動変速機３は、自動変速機構（変速歯車機構）における複数の動力伝達経路を各係合状態により達成する摩擦係合要素であるクラッチＣ－１，Ｃ－２，Ｃ－３及びブレーキＢ－１，Ｂ－２を有し、それら摩擦係合要素同士の掴み換えにより変速を行う有段式の自動変速機である。後述する変速制御手段３０は、１回の掴み換えにより、上記複数の摩擦係合要素における２つずつをそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする制御を行う。 The automatic transmission 3 includes clutches C-1, C-2, C-3 and a brake B, which are friction engagement elements that achieve a plurality of power transmission paths in an automatic transmission mechanism (transmission gear mechanism) according to each engagement state. -1 and B-2, and a stepped automatic transmission that shifts gears by gripping the friction engagement elements. The shift control means 30 to be described later shifts down to a shift stage separated by two or more stages via an intermediate stage by operating each of the plurality of friction engagement elements by disconnection and contact by one re-holding. Control.
　上記トルクコンバータ４は、自動変速機３の入力軸８に接続されたポンプインペラ４ａと、作動流体を介して該ポンプインペラ４ａの回転が伝達されるタービンランナ４ｂとを有しており、該タービンランナ４ｂは、上記入力軸８と同軸上に配設された上記自動変速機構５の入力軸１０に接続されている。また、該トルクコンバータ４には、ロックアップクラッチ７が備えられており、該ロックアップクラッチ７が油圧制御装置６（図１参照）の油圧制御によって係合されると、上記自動変速機３の入力軸８の回転が自動変速機構５の入力軸１０に直接伝達される。 The torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid. The runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged by the hydraulic control of the hydraulic control device 6 (see FIG. 1), the automatic transmission 3 The rotation of the input shaft 8 is directly transmitted to the input shaft 10 of the automatic transmission mechanism 5.
　上記自動変速機構５には、入力軸１０上において、プラネタリギヤＳＰと、プラネタリギヤユニットＰＵとが備えられている。上記プラネタリギヤＳＰは、サンギヤＳ１、キャリヤＣＲ１、及びリングギヤＲ１を備えており、該キャリヤＣＲ１に、サンギヤＳ１及びリングギヤＲ１に噛合するピニオンＰ１を有している、いわゆるシングルピニオンプラネタリギヤである。 The automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.
　また、該プラネタリギヤユニットＰＵは、４つの回転要素としてサンギヤＳ２、サンギヤＳ３、キャリヤＣＲ２、及びリングギヤＲ２を有し、該キャリヤＣＲ２に、サンギヤＳ２及びリングギヤＲ２に噛合するロングピニオンＰＬと、サンギヤＳ３に噛合するショートピニオンＰＳとを互いに噛合する形で有している、いわゆるラビニヨ型プラネタリギヤである。 The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The carrier CR2 has a long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3. This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.
　上記プラネタリギヤＳＰのサンギヤＳ１は、変速機ケース９に一体的に固定されている不図示のボス部に接続されて回転が固定されている。また、上記リングギヤＲ１は、上記入力軸１０の回転と同回転（以下、「入力回転」という。）になっている。更に上記キャリヤＣＲ１は、該固定されたサンギヤＳ１と該入力回転するリングギヤＲ１とにより、入力回転が減速された減速回転になると共に、クラッチＣ－１及びクラッチＣ－３に接続されている。 The sun gear S1 of the planetary gear SP is connected to a boss (not shown) that is integrally fixed to the transmission case 9, and the rotation is fixed. Further, the ring gear R1 is the same rotation as the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by reducing the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.
　上記プラネタリギヤユニットＰＵのサンギヤＳ２は、バンドブレーキからなるブレーキＢ－１に接続されて変速機ケース９に対して固定自在となっていると共に、上記クラッチＣ－３に接続され、該クラッチＣ－３を介して上記キャリヤＣＲ１の減速回転が入力自在となっている。また、上記サンギヤＳ３は、クラッチＣ－１に接続されており、上記キャリヤＣＲ１の減速回転が入力自在となっている。 The sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake and can be fixed to the transmission case 9, and is connected to the clutch C-3. The speed reduction rotation of the carrier CR1 can be input via the. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.
　更に、上記キャリヤＣＲ２は、入力軸１０の回転が入力されるクラッチＣ－２に接続され、該クラッチＣ－２を介して入力回転が入力自在となっており、また、ワンウェイクラッチＦ－１及びブレーキＢ－２に接続されて、該ワンウェイクラッチＦ－１を介して変速機ケース９に対して一方向の回転が規制されると共に、該ブレーキＢ－２を介して回転が固定自在となっている。そして、上記リングギヤＲ２は、カウンタギヤ１１に接続されており、該カウンタギヤ１１は、不図示のカウンタシャフト、ディファレンシャル装置を介して駆動車輪に接続されている。 Further, the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be freely input through the clutch C-2, and the one-way clutch F-1 and Connected to the brake B-2, the rotation in one direction is restricted with respect to the transmission case 9 via the one-way clutch F-1, and the rotation can be fixed via the brake B-2. Yes. The ring gear R2 is connected to a counter gear 11, and the counter gear 11 is connected to a drive wheel via a counter shaft and a differential device (not shown).
　つづいて、上記構成に基づき、自動変速機構５の作用について図２、図３及び図４に沿って説明する。なお、図４に示す速度線図において、縦軸方向はそれぞれの回転要素（各ギヤ）の回転数を示しており、横軸方向はそれら回転要素のギヤ比に対応して示している。また、該速度線図のプラネタリギヤＳＰの部分において、縦軸は、図４中左方側から順に、サンギヤＳ１、キャリヤＣＲ１、リングギヤＲ１に対応している。更に、該速度線図のプラネタリギヤユニットＰＵの部分において、縦軸は、図４中右方側から順に、サンギヤＳ３、リングギヤＲ２、キャリヤＣＲ２、サンギヤＳ２に対応している。 Next, based on the above configuration, the operation of the automatic transmission mechanism 5 will be described with reference to FIGS. 2, 3, and 4. In the velocity diagram shown in FIG. 4, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the planetary gear SP portion of the velocity diagram, the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG. Furthermore, in the planetary gear unit PU portion of the velocity diagram, the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.
　例えばＤ（ドライブ）レンジにおける前進１速段（１ＳＴ）では、図３に示すように、クラッチＣ－１及びワンウェイクラッチＦ－１が係合される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－１を介してサンギヤＳ３に入力される。また、キャリヤＣＲ２の回転が一方向（正転回転方向）に規制されて、つまりキャリヤＣＲ２の逆転回転が防止されて固定された状態になる。すると、サンギヤＳ３に入力された減速回転が、固定されたキャリヤＣＲ２を介してリングギヤＲ２に出力され、前進１速段としての正転回転がカウンタギヤ１１から出力される。 For example, in the first forward speed (1ST) in the D (drive) range, as shown in FIG. 3, the clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed. Then, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.
　なお、エンジンブレーキ時（コースト時）には、ブレーキＢ－２を係止してキャリヤＣＲ２を固定し、該キャリヤＣＲ２の正転回転を防止する形で、上記前進１速段の状態を維持する。また、該前進１速段では、ワンウェイクラッチＦ－１によりキャリヤＣＲ２の逆転回転を防止し、かつ正転回転を可能にするので、例えば非走行レンジから走行レンジに切換えた際の前進１速段の達成を、ワンウェイクラッチＦ－１の自動係合により滑らかに行うことができる。 During engine braking (coasting), the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. . Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables the forward rotation, so that, for example, the first forward speed when switching from the non-traveling range to the traveling range. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.
　前進２速段（２ＮＤ）では、図３に示すように、クラッチＣ－１が係合され、ブレーキＢ－１が係止される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－１を介してサンギヤＳ３に入力される。また、ブレーキＢ－１の係止によりサンギヤＳ２の回転が固定される。すると、キャリヤＣＲ２がサンギヤＳ３よりも低回転の減速回転となり、該サンギヤＳ３に入力された減速回転が該キャリヤＣＲ２を介してリングギヤＲ２に出力され、前進２速段としての正転回転がカウンタギヤ１１から出力される。 In the second forward speed (2ND), as shown in FIG. 3, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.
　なお、この前進２速段の状態から詳しくは後述するニュートラル制御によってクラッチＣ－１が解放（スリップ状態に）された場合は、キャリヤＣＲ２の逆転回転を阻止するワンウェイクラッチＦ－１によって、リングギヤＲ２の正転回転が許容されると共に逆転回転が阻止され、車輌の後退（駆動車輪の逆転回転）が防止される、いわゆるヒルホールドの状態となる。 In addition, when the clutch C-1 is released (slipped) by the neutral control described later in detail from the state of the second forward speed, the ring gear R2 is caused by the one-way clutch F-1 that prevents the carrier CR2 from rotating in the reverse direction. This is a so-called hill hold state in which the forward rotation is allowed and the reverse rotation is prevented, and the vehicle is prevented from moving backward (reverse rotation of the drive wheel).
　前進３速段（３ＲＤ）では、図３に示すように、クラッチＣ－１及びクラッチＣ－３が係合される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－１を介してサンギヤＳ３に入力される。また、クラッチＣ－３の係合によりキャリヤＣＲ１の減速回転がサンギヤＳ２に入力される。つまり、サンギヤＳ２及びサンギヤＳ３にキャリヤＣＲ１の減速回転が入力されるため、プラネタリギヤユニットＰＵが減速回転の直結状態となり、そのまま減速回転がリングギヤＲ２に出力され、前進３速段としての正転回転がカウンタギヤ１１から出力される。 At the third forward speed (3RD), as shown in FIG. 3, the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.
　前進４速段（４ＴＨ）では、図３に示すように、クラッチＣ－１及びクラッチＣ－２が係合される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－１を介してサンギヤＳ３に入力される。また、クラッチＣ－２の係合によりキャリヤＣＲ２に入力回転が入力される。すると、該サンギヤＳ３に入力された減速回転とキャリヤＣＲ２に入力された入力回転とにより、上記前進３速段より高い減速回転となってリングギヤＲ２に出力され、前進４速段としての正転回転がカウンタギヤ１１から出力される。 In the fourth forward speed (4TH), as shown in FIG. 3, the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.
　前進５速段（５ＴＨ）では、図３に示すように、クラッチＣ－２及びクラッチＣ－３が係合される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－３を介してサンギヤＳ２に入力される。また、クラッチＣ－２の係合によりキャリヤＣＲ２に入力回転が入力される。すると、該サンギヤＳ２に入力された減速回転とキャリヤＣＲ２に入力された入力回転とにより、入力回転より僅かに高い増速回転となってリングギヤＲ２に出力され、前進５速段としての正転回転がカウンタギヤ１１から出力される。 In forward fifth speed (5TH), as shown in FIG. 3, the clutch C-2 and the clutch C-3 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2, the rotation speed is slightly higher than the input rotation and is output to the ring gear R2, which is the forward rotation as the fifth forward speed. Is output from the counter gear 11.
　前進６速段（６ＴＨ）では、図３に示すように、クラッチＣ－２が係合され、ブレーキＢ－１が係止される。すると、図２及び図４に示すように、クラッチＣ－２の係合によりキャリヤＣＲ２に入力回転が入力される。また、ブレーキＢ－１の係止によりサンギヤＳ２の回転が固定される。すると、固定されたサンギヤＳ２によりキャリヤＣＲ２の入力回転が上記前進５速段より高い増速回転となってリングギヤＲ２に出力され、前進６速段としての正転回転がカウンタギヤ１１から出力される。 At the sixth forward speed (6TH), as shown in FIG. 3, the clutch C-2 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .
　後進１速段（ＲＥＶ）では、図３に示すように、クラッチＣ－３が係合され、ブレーキＢ－２が係止される。すると、図２及び図４に示すように、固定されたサンギヤＳ１と入力回転であるリングギヤＲ１によって減速回転するキャリヤＣＲ１の回転が、クラッチＣ－３を介してサンギヤＳ２に入力される。また、ブレーキＢ－２の係止によりキャリヤＣＲ２の回転が固定される。すると、サンギヤＳ２に入力された減速回転が、固定されたキャリヤＣＲ２を介してリングギヤＲ２に出力され、後進１速段としての逆転回転がカウンタギヤ１１から出力される。 In the first reverse speed (REV), as shown in FIG. 3, the clutch C-3 is engaged and the brake B-2 is locked. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the rotation of the carrier CR2 is fixed by the locking of the brake B-2. Then, the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.
　なお、例えばＰ（パーキング）レンジ及びＮ（ニュートラル）レンジでは、クラッチＣ－１、クラッチＣ－２、及びクラッチＣ－３、が解放される。すると、キャリヤＣＲ１とサンギヤＳ２及びサンギヤＳ３との間、即ちプラネタリギヤＳＰとプラネタリギヤユニットＰＵとの間が切断状態となり、かつ、入力軸１０とキャリヤＣＲ２との間が切断状態となる。これにより、入力軸１０とプラネタリギヤユニットＰＵとの間の動力伝達が切断状態となり、つまり入力軸１０とカウンタギヤ１１との動力伝達が切断状態となる。 For example, in the P (parking) range and the N (neutral) range, the clutch C-1, the clutch C-2, and the clutch C-3 are released. Then, the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.
　つづいて、本発明に係る自動変速機３の変速制御装置１について、図１、図５ないし図１４に沿って説明する。なお、図１は、本実施の形態における自動変速機３の変速制御装置１に係る電気制御系等を示すブロック図である。 Next, the shift control device 1 for the automatic transmission 3 according to the present invention will be described with reference to FIGS. 1 and 5 to 14. FIG. 1 is a block diagram showing an electric control system and the like related to the shift control device 1 of the automatic transmission 3 in the present embodiment.
　すなわち、同図に示すように、本変速制御装置１は、マイクロコンピュータ（マイコン）からなる制御部（ＥＣＵ）２０を有しており、該制御部２０には、変速制御手段３０と、変速マップｍａｐとが設けられている。図９に示されるグラフは、運転者によるアクセルの踏み量に応じて変速マップｍａｐから決まるものである。なお、図９における油圧［Ｐａ］は、実際には油圧指令値を示すものであるが、以後、油圧として用いる。 That is, as shown in the figure, the shift control apparatus 1 has a control unit (ECU) 20 composed of a microcomputer, and the control unit 20 includes a shift control means 30 and a shift map. map. The graph shown in FIG. 9 is determined from the shift map map according to the amount of accelerator depression by the driver. Note that the hydraulic pressure [Pa] in FIG. 9 actually indicates the hydraulic pressure command value, but is used as the hydraulic pressure thereafter.
　上記制御部２０には、本自動変速機３及び変速制御装置１が搭載される車輌のアクセルペダル（図示せず）の角度（即ち、ドライバのアクセルペダル踏み量）を検出するアクセル開度センサ４１と、自動変速機構５の入力軸１０の回転数（＝タービン回転数）を検出する入力軸回転数センサ４２と、不図示の駆動車輪に連動するカウンタギヤ１１の回転数を検出することで車輌の車速を検出する出力軸回転数（車速）センサ４３と、シフトレバー（図示せず）の選択位置を検出するシフトポジションセンサ４５と、が接続されて各種の信号が入力される。 The control unit 20 includes an accelerator opening sensor 41 that detects an angle of an accelerator pedal (not shown) of a vehicle on which the automatic transmission 3 and the shift control device 1 are mounted (that is, an accelerator pedal depression amount). By detecting the rotational speed of the input shaft rotational speed sensor 42 that detects the rotational speed (= turbine rotational speed) of the input shaft 10 of the automatic transmission mechanism 5 and the rotational speed of the counter gear 11 that is linked to a drive wheel (not shown). An output shaft rotational speed (vehicle speed) sensor 43 for detecting the vehicle speed of the vehicle and a shift position sensor 45 for detecting a selected position of a shift lever (not shown) are connected to input various signals.
　上記変速制御手段３０は、アクセル開度センサ４１により検出されるアクセル開度と、出力軸回転数センサ４３により検出する車速とに基づき変速マップｍａｐを参照し、上述の前進１速段～前進６速段を選択判断すると共に、油圧制御装置６におけるシフトバルブ（図示せず）等を電子制御して、その選択された変速段となるように上記クラッチＣ－１，Ｃ－２，Ｃ－３，Ｂ－１，Ｂ－２の係合・解放状態を制御する。上記油圧制御装置６は、各油圧サーボ（図示せず）を自動変速機構５に対応して多数備えると共に、これら油圧サーボへの油圧を切換えるシフトバルブも多数備えている。 The shift control means 30 refers to the shift map map based on the accelerator opening detected by the accelerator opening sensor 41 and the vehicle speed detected by the output shaft speed sensor 43, and the above-mentioned first forward speed to forward 6 The clutch C-1, C-2, C-3 is selected so as to achieve the selected shift stage by selecting and determining the speed stage and electronically controlling a shift valve (not shown) or the like in the hydraulic control device 6. , B-1 and B-2 are controlled. The hydraulic control device 6 includes a large number of hydraulic servos (not shown) corresponding to the automatic transmission mechanism 5, and also includes a large number of shift valves for switching the hydraulic pressure to these hydraulic servos.
　そして、上記変速制御手段３０は、変速解放側制御手段３１、変速係合側制御手段３２、及び変速進行判断手段３３を有している。 The shift control means 30 includes a shift release side control means 31, a shift engagement side control means 32, and a shift progress determination means 33.
　変速解放側制御手段３１は、第１変速解放要素であるクラッチＣ－２と第２変速解放要素であるクラッチＣ－３の解放側油圧を制御する。変速係合側制御手段３２は、第１変速係合要素であるクラッチＣ－１と第２変速係合要素であるブレーキＢ－１の係合側油圧を制御する。変速進行判断手段３３は、ダウンシフト（パワーオンダウンシフト）に際して変更するギヤ比に基づく回転変化によりダウンシフトの進行状況を検出し、該検出値と、予め設定された所定閾値とを比較して変速の進行状況を判断する。 The shift release side control means 31 controls the release side hydraulic pressure of the clutch C-2 as the first shift release element and the clutch C-3 as the second shift release element. The shift engagement side control means 32 controls the engagement side hydraulic pressure of the clutch C-1 as the first shift engagement element and the brake B-1 as the second shift engagement element. The shift progress determining means 33 detects the progress state of the downshift based on the rotation change based on the gear ratio that is changed during the downshift (power-on downshift), and compares the detected value with a predetermined threshold value set in advance. Determine the progress of gear shifting.
　すなわち、変速制御手段（制御手段）３０は、ダウンシフトに際して、クラッチＣ－３の油圧をフィードバック制御しつつ、該クラッチＣ－３のトルク容量の増加に伴ってクラッチＣ－１のトルク容量を、クラッチＣ－３のトルク容量の変化分より十分に高くなるように制御する。つまり、変速制御手段３０は、ダウンシフトに際して、クラッチＣ－２とクラッチＣ－３の各トルク容量を順次低減した後、該クラッチＣ－３のトルク容量をフィードバック制御で上昇させつつ再度低減すると共に、該フィードバック制御によるクラッチＣ－３のトルク容量を監視しつつ、フィードバック制御時の反力を成すクラッチＣ－１のトルク容量を、クラッチＣ－３のトルク容量の変化分より十分に高くなるように制御する。 That is, the shift control means (control means) 30 performs the feedback control of the hydraulic pressure of the clutch C-3 at the time of downshift, and increases the torque capacity of the clutch C-1 as the torque capacity of the clutch C-3 increases. Control is performed so as to be sufficiently higher than the change in the torque capacity of the clutch C-3. In other words, the shift control means 30 reduces the torque capacity of the clutch C-2 and the clutch C-3 sequentially during the downshift, and then reduces the torque capacity of the clutch C-3 again while increasing the torque capacity by feedback control. While monitoring the torque capacity of the clutch C-3 by the feedback control, the torque capacity of the clutch C-1 that forms the reaction force during the feedback control is made sufficiently higher than the change in the torque capacity of the clutch C-3. To control.
　なお、上述した前進１速段から前進６速段までにおいて変速を行う際には、それら各リニアソレノイドバルブ（図示せず）の役目が変速動作によって入れ替わり、つまり変速によって１つのリニアソレノイドバルブが、係合側の摩擦係合要素の油圧サーボに供給する油圧を調圧するリニアソレノイドバルブ（係合側油圧制御バルブ）になったり、解放側の摩擦係合要素の油圧サーボに供給する油圧を調圧するリニアソレノイドバルブ（解放側油圧制御バルブ）になったりする。 When shifting from the first forward speed to the sixth forward speed described above, the roles of these linear solenoid valves (not shown) are switched by the speed change operation, that is, one linear solenoid valve is changed by the speed change. A linear solenoid valve (engagement-side hydraulic control valve) that regulates the hydraulic pressure supplied to the hydraulic servo of the engagement-side frictional engagement element, or the hydraulic pressure supplied to the hydraulic servo of the release-side frictional engagement element It becomes a linear solenoid valve (release side hydraulic control valve).
　ついで、本発明に係る変速制御装置１による変速制御を、４要素の掴み換えによるダウンシフト、例えば５－２変速（５→３→２変速）に適用した例を挙げ、図５～図１３を参照して説明する。なお、図５は第１変速解放要素であるクラッチＣ－２の制御に係るフローチャート、図６は第１変速係合要素であるクラッチＣ－１の制御に係るフローチャート、図７は第２変速解放要素であるクラッチＣ－３の制御に係るフローチャート、図８は第２変速係合要素であるブレーキＢ－１の制御に係るフローチャートである。また図９は本発明に係る変速制御を示すタイムチャートであり、上から順に、自動変速機構５の入力軸１０の回転数（入力軸回転数）、掴み換えの４要素であるクラッチＣ－１，Ｃ－２，Ｃ－３及びブレーキＢ－１の各油圧（油圧指令値）、クラッチＣ－１，Ｃ－３のトルク容量を示す。図１０～図１３は、入・出力の関係を図４の速度線図とは逆にした速度線図である。 Next, an example in which the shift control by the shift control device 1 according to the present invention is applied to a downshift by changing the gripping of four elements, for example, a 5-2 shift (5 → 3 → 2 shift) will be given. The description will be given with reference. 5 is a flowchart related to the control of the clutch C-2 that is the first shift release element, FIG. 6 is a flowchart related to the control of the clutch C-1 that is the first shift engagement element, and FIG. 7 is the second shift release. FIG. 8 is a flowchart relating to the control of the brake B-1 as the second shift engagement element. FIG. 9 is a time chart showing the shift control according to the present invention. From the top, the rotational speed of the input shaft 10 (input shaft rotational speed) of the automatic transmission mechanism 5 and the clutch C-1 which is the four elements for gripping are shown. , C-2, C-3 and the brake B-1 hydraulic pressure (hydraulic pressure command value), and the clutch C-1, C-3 torque capacity. 10 to 13 are velocity diagrams in which the relationship between input and output is reversed from the velocity diagram of FIG.
　本実施の形態において、４要素の掴み換えによるダウンシフトに用いる２つずつの摩擦係合要素は、前進３速段（中間段）より高速側の前進５速段（高速段）では係合状態にあり該前進５速段から前進３速段への変速時に解放されるクラッチＣ－２（第１変速解放要素）、及び前進５速段では係合状態にあり該前進５速段から前進３速段への変速時には係合を維持しかつ前進３速段より低速側の前進２速段への変速時には解放されるクラッチＣ－３（第２変速解放要素）と、前進５速段では解放状態にあり前進３速段にて係合されて前進２速段まで該係合を維持するクラッチＣ－１（第１変速係合要素）、及び前進５速段と前進３速段では解放状態にあり前進２速段にて係合されるブレーキＢ－１（第２変速係合要素）と、である。 In the present embodiment, two frictional engagement elements used for downshifting by changing the four elements are engaged at the fifth forward speed (high speed) on the higher speed side than the third forward speed (intermediate speed). The clutch C-2 (first shift release element) that is disengaged at the time of shifting from the fifth forward speed to the third forward speed, and the fifth forward speed is in the engaged state and the forward fifth speed to the forward 3 Clutch C-3 (second shift release element) that maintains engagement when shifting to the high speed and is released when shifting to the second forward speed lower than the third forward speed, and released at the fifth forward speed The clutch C-1 (first shift engagement element) that is engaged and maintained at the third forward speed and maintains the engagement until the second forward speed, and is released at the fifth forward speed and the third forward speed. And a brake B-1 (second shift engagement element) engaged at the second forward speed.
　すなわち、前進５速段での走行中にダウンシフト（パワーダウンシフト）がなされると、変速制御手段３０から変速指令が出力され、変速解放側制御手段３１によりクラッチＣ－２の制御が開始される。この時点では、図３に示すように、クラッチＣ－２及びクラッチＣ－３は完全係合状態で、５速ギヤが成立している。 That is, when a downshift (power downshift) is performed during traveling at the fifth forward speed, a shift command is output from the shift control means 30, and the control of the clutch C-2 is started by the shift release side control means 31. The At this time, as shown in FIG. 3, the clutch C-2 and the clutch C-3 are completely engaged and the fifth gear is established.
　まず、変速解放側制御手段３１は、ステップＳ１（図９の時点ｔ２～ｔ５に対応）において、５－２変速制御開始とともに待機制御を開始し、予め設定されている所定時間Tmr_waitにタイマ（カウントダウンタイマ）を設定する（Tmr_wait＝Timewait）。当該解放制御では、フィードバック制御は行わず、油圧を単純に抜くように制御する。 First, in step S1 (corresponding to time points t 2 to t 5 in FIG. 9), the shift release side control means 31 starts standby control together with the start of 5-2 shift control, and performs a timer at a preset time Tmr_wait. (Countdown timer) is set (Tmr_wait = Timewait). In the release control, feedback control is not performed, and control is performed so as to simply release the hydraulic pressure.
　引き続き、変速解放側制御手段３１は、所定時間tmr_waitが経過したか否か（Tmr_wait≧０）を判断し続け（Ｓ２；ＮＯ）、所定時間tmr_waitが経過してタイマが終了した時点（Ｓ２；ＹＥＳ）でステップＳ３に進む。 Subsequently, the shift release side control means 31 continues to determine whether or not the predetermined time tmr_wait has elapsed (Tmr_wait ≧ 0) (S2; NO), and when the predetermined time tmr_wait has elapsed and the timer has expired (S2; YES) ) To proceed to step S3.
　ステップＳ３（図９の時点ｔ５～ｔ６に対応）では、初期変速制御開始とともにカウンタを開始（cnt_shift=0）して、ステップＳ４に進む。上記初期変速制御では、クラッチＣ－２の油圧サーボの油圧を１段階下降させた後、該クラッチＣ－２がスリップを開始する直前まで徐々に油圧を降下させる。そして、ステップＳ４において変速開始を判断し、変速開始と判断した場合（Ｓ４；ＹＥＳ）、ステップＳ５に進む。 In step S3 (corresponding to time points t 5 to t 6 in FIG. 9), the counter is started (cnt_shift = 0) at the same time as the initial shift control is started, and the process proceeds to step S4. In the initial speed change control, after the hydraulic pressure of the hydraulic servo of the clutch C-2 is lowered by one step, the hydraulic pressure is gradually lowered until just before the clutch C-2 starts to slip. Then, in step S4, the start of shifting is determined. If it is determined that shifting is started (S4; YES), the process proceeds to step S5.
　ステップＳ５（図９の時点ｔ６～ｔ８に対応）では、イナーシャ相変速制御を実行して、ステップＳ６に進む。該イナーシャ相変速制御では、クラッチＣ－２の油圧を更に下降させ、これにより、自動変速機構５によってエンジン２と駆動車輪（カウンタギヤ１１）との間の動力伝達が徐々に切り離され、負荷が軽減されたエンジン２の回転数が上昇を開始する。 In step S5 (corresponding to time points t 6 to t 8 in FIG. 9), inertia phase shift control is executed, and the process proceeds to step S6. In the inertia phase shift control, the hydraulic pressure of the clutch C-2 is further lowered, so that the power transmission between the engine 2 and the drive wheel (counter gear 11) is gradually disconnected by the automatic transmission mechanism 5, and the load is reduced. The reduced rotational speed of the engine 2 starts to rise.
　ステップＳ６では、第１変速終了判断が成立したか否かを判断し、成立しない間、ステップＳ５を繰り返し、成立したと判断した時点でステップＳ７に進む。該ステップＳ７（図９の時点ｔ９～ｔ１０に対応）では、解放保持完了制御を開始するとともに、予め設定されている所定時間Tmr_Finにタイマ（カウントダウンタイマ）を設定し（Tmr_Fin=TimeFin）、ステップＳ８に進む。該ステップＳ８では、所定時間Tmr_Finが経過したか否か（Tmr_Fin≧０）を判断し（Ｓ８；ＮＯ）、タイマが終了した時点（Ｓ８；ＹＥＳ）でステップＳ９に進んで、解放保持完了制御を終了する。 In step S6, it is determined whether or not the first shift end determination is established. If it is not established, step S5 is repeated. When it is determined that the first shift is established, the process proceeds to step S7. In step S7 (corresponding to time points t 9 to t 10 in FIG. 9), release hold completion control is started and a timer (countdown timer) is set at a predetermined time Tmr_Fin (Tmr_Fin = TimeFin). Proceed to step S8. In step S8, it is determined whether or not a predetermined time Tmr_Fin has elapsed (Tmr_Fin ≧ 0) (S8; NO), and when the timer expires (S8; YES), the process proceeds to step S9 to perform release hold completion control. finish.
　一方、図６に示す第１変速係合要素であるクラッチＣ－１の制御では、ステップＳ１１において、変速指令に基づき変速係合側制御手段３２が５－２変速制御を開始すると、ステップＳ１２において、予め設定されている所定時間tmrにタイマTimeAを設定し（tmr＝TimeA）、所定時間tmrが経過したか否か（tmr≧０）を判断する（ステップＳ１３；ＮＯ）。 On the other hand, in the control of the clutch C-1 that is the first shift engagement element shown in FIG. 6, when the shift engagement side control means 32 starts the 5-2 shift control based on the shift command in step S11, in step S12 Then, the timer TimeA is set at a predetermined time tmr that is set in advance (tmr = TimeA), and it is determined whether or not the predetermined time tmr has elapsed (tmr ≧ 0) (step S13; NO).
　そして、タイマが終了した時点（Ｓ１３；ＹＥＳ）でステップＳ１４（図９の時点ｔ３～ｔ７に対応）に進み、サーボ起動制御を開始し、予め設定されたcnt_Sが０になるまで（cnt_S＝0）カウント（計時）を開始した後、ステップＳ１５に進む。上記サーボ起動制御では、第１変速係合要素であるクラッチＣ－１の油圧サーボの油圧を上昇させて、該油圧サーボのピストンとクラッチＣ－１の摩擦板とのガタ詰め動作を行う（図９の時点ｔ３～ｔ７に対応）。 Then, the timer is the time of completion; the process proceeds to step S14 in (S13 YES) (corresponding to the time point t 3 ~ t 7 in FIG. 9), to start the servo activation control, until a preset Cnt_S becomes 0 (cnt_S = 0) After starting counting (clocking), the process proceeds to step S15. In the servo activation control, the hydraulic pressure of the hydraulic servo of the clutch C-1 that is the first shift engagement element is increased, and the backlash movement between the piston of the hydraulic servo and the friction plate of the clutch C-1 is performed (see FIG. 9 corresponding to time points t 3 to t 7 ).
　ステップＳ１５では、変速進行判断手段３３が、変速の進行状況を監視しつつ、第１変速終了判断が成立したか否かを判断する。この判断中、つまり、第１変速回転変化中（５－３変速吹け上がり中）において、速度線図（図４参照）は、第１変速の解放油圧（クラッチＣ－２の油圧）が最大限下降されると共に、一旦下降されたクラッチＣ－３の油圧が上昇される。引き続き、第２変速の解放油圧（クラッチＣ－３の油圧）を低減し、タービンランナ４ｂの回転（以下、タービン回転という。）を更に吹き上げさせる。 In step S15, the shift progress determining means 33 determines whether or not the first shift end determination is established while monitoring the shift progress. During this determination, that is, during the first shift rotation change (5-3 shift up), the speed diagram (see FIG. 4) shows that the release hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-2) is the maximum. At the same time, the hydraulic pressure of the clutch C-3 once lowered is increased. Subsequently, the release hydraulic pressure of the second shift (the hydraulic pressure of the clutch C-3) is reduced, and the rotation of the turbine runner 4b (hereinafter referred to as turbine rotation) is further blown up.
　そして、変速進行判断手段３３が、第１変速終了判断成立を判断すると（Ｓ１５；ＹＥＳ）、ステップＳ１６において、急勾配で速やかに或る程度油圧を詰める係合保持完了制御Ａ（Ａ制御）を開始する（図９の時点ｔ７～ｔ８に対応）。該係合保持完了制御Ａでは、クラッチの差回転が無くなる直前まで速やかに油圧サーボの油圧を上昇させる。つまり、第１変速の係合油圧（クラッチＣ－１の油圧）を入れ始めると共に、フィードバック制御によって、タービン回転の吹き上がりを抑えるべくクラッチＣ－３の係合油圧を増加させるように制御する。この際の速度線図は、図１０のようになっている。 Then, when the shift progress determining means 33 determines that the first shift end determination is established (S15; YES), in step S16, the engagement holding completion control A (A control) for quickly reducing the hydraulic pressure to a certain extent with a steep slope is performed. Start (corresponding to time points t 7 to t 8 in FIG. 9). In the engagement holding completion control A, the hydraulic pressure of the hydraulic servo is quickly raised until immediately before the differential rotation of the clutch disappears. That is, the engagement hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-1) is started to be applied, and the engagement hydraulic pressure of the clutch C-3 is controlled to be increased by feedback control in order to suppress the blow-up of the turbine rotation. The velocity diagram at this time is as shown in FIG.
　ステップＳ１７では、変速係合側制御手段３２が、第２変速の解放トルク容量（クラッチＣ－３）を監視し、必須となる所定以上の目標圧を計算して、クラッチＣ－１のトルク容量（第１変速係合トルク容量）がクラッチＣ－３のトルク容量（第２変速解放トルク容量）×α（イナーシャ分の安全率）より高いか否かを判定し、そうでない場合（Ｓ１７；ＮＯ）は、ステップＳ１６の係合保持完了制御Ａを繰り返す。そして、変速係合側制御手段３２は、クラッチＣ－１トルク容量がクラッチＣ－３トルク容量×αより高くなったと判定すると（Ｓ１７；ＹＥＳ）、係合保持完了制御Ａを停止して、ステップＳ１８に進み、係合保持完了制御Ｂ（Ｂ制御）を開始し、比較的緩やかな勾配でスイープアップする（図９の時点ｔ８～ｔ１１に対応）。 In step S17, the shift engagement side control means 32 monitors the release torque capacity (clutch C-3) of the second shift, calculates a required target pressure that is indispensable or higher, and calculates the torque capacity of the clutch C-1. It is determined whether or not (first shift engagement torque capacity) is higher than the torque capacity (second shift release torque capacity) of clutch C-3 × α (safety factor for inertia), otherwise (S17; NO) ) Repeats the engagement holding completion control A in step S16. When the shift engagement side control means 32 determines that the clutch C-1 torque capacity is higher than the clutch C-3 torque capacity × α (S17; YES), it stops the engagement holding completion control A, and the step Proceeding to S18, engagement holding completion control B (B control) is started, and sweep-up is performed with a relatively gentle gradient (corresponding to time points t 8 to t 11 in FIG. 9).
　本発明が適用されない場合、ステップＳ１７において、クラッチＣ－３のトルク容量×α＞クラッチＣ－１のトルク容量の状態になると、速度線図は図１１に示すようになる。その場合、クラッチＣ－３の油圧を供給することで、キャリヤＣＲ１とサンギヤＳ２との同期は取れるが、クラッチＣ－１のトルク容量が低い（少ない）ため、クラッチＣ－３の係合によりキャリヤＣＲ１はサンギヤＳ２に連係するが、クラッチＣ－２の非係合によりリングギヤＲ１はキャリヤＣＲ２に連係せず、クラッチＣ－１の非係合によりキャリヤＣＲ１はサンギヤＳ３に連係しない状況となる。このため、キャリヤＣＲ１とサンギヤＳ３との差回転が広がってしまい、タービン回転を引き下げる（抑止する）力が発生しないことになる。 When the present invention is not applied, when the torque capacity of the clutch C-3 × α> the torque capacity of the clutch C-1 is satisfied in step S17, the speed diagram is as shown in FIG. In this case, the carrier CR1 and the sun gear S2 can be synchronized by supplying the hydraulic pressure of the clutch C-3. However, since the torque capacity of the clutch C-1 is low (small), the carrier is engaged by the engagement of the clutch C-3. Although CR1 is linked to the sun gear S2, the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2, and the carrier CR1 is not linked to the sun gear S3 due to the non-engagement of the clutch C-1. For this reason, the differential rotation between the carrier CR1 and the sun gear S3 spreads, and no force is generated to reduce (suppress) the turbine rotation.
　これに対し本実施の形態では、本発明が適用されていることで、ステップＳ１７において、クラッチＣ－３のトルク容量×α＜クラッチＣ－１のトルク容量となるように制御されるので、速度線図が図１２に示すようになる。その場合、クラッチＣ－３のトルク容量増加に合わせてクラッチＣ－１のトルク容量も増加させるので、クラッチＣ－２の非係合によってリングギヤＲ１がキャリヤＣＲ２に連係しない状態で、クラッチＣ－３の係合によりキャリヤＣＲ１がサンギヤＳ２に連係し、クラッチＣ－１の係合によりキャリヤＣＲ１がサンギヤＳ３に連係することになり、従って、タービン回転を引き下げる力が発生する。 On the other hand, in the present embodiment, since the present invention is applied, the torque capacity of the clutch C-3 × α <the torque capacity of the clutch C-1 is controlled in step S17. The diagram is as shown in FIG. In this case, since the torque capacity of the clutch C-1 is increased in accordance with the increase in the torque capacity of the clutch C-3, the clutch C-3 is in a state where the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2. The carrier CR1 is linked to the sun gear S2 by the engagement of the clutch C-1, and the carrier CR1 is linked to the sun gear S3 by the engagement of the clutch C-1, so that a force for reducing the turbine rotation is generated.
　次いで、ステップＳ１８（図９の時点ｔ８～ｔ１１に対応）では、変速係合側制御手段３２が、ステップＳ１７にて目標圧が第２変速解放要素のトルク容量相当の圧よりも確実に高いという油圧を供給して条件を達成したと判断した結果、係合保持完了制御Ｂを開始する。該係合保持完了制御Ｂでは、緩やかな基本勾配でクラッチＣ－１のトルク容量を増加させるが、第２変速解放要素であるクラッチＣ－３のトルク容量増加分も補正する。そして、係合保持完了制御Ｂの実行後、ステップＳ１９に進む。 Next, in step S18 (corresponding to time points t 8 to t 11 in FIG. 9), the shift engagement side control means 32 ensures that the target pressure is higher than the pressure corresponding to the torque capacity of the second shift release element in step S17. As a result of determining that the condition has been achieved by supplying a high hydraulic pressure, the engagement holding completion control B is started. In the engagement holding completion control B, the torque capacity of the clutch C-1 is increased with a gentle basic gradient, but the increase in the torque capacity of the clutch C-3 as the second shift release element is also corrected. And after execution of engagement holding completion control B, it progresses to step S19.
　ステップＳ１９では、第２変速終了判断が成立しているか否か（つまり、２速ギヤのギヤ比を超えたか否か）が変速進行判断手段３３によって判断され、変速係合側制御手段３２は、第２変速終了判断が成立していなければステップＳ１８を繰り返し、成立していればステップＳ２０に進んで係合保持完了制御Ｃ（Ｃ制御）を実行する。上記２速ギヤの形成時、速度線図は図１３に示すようになり、クラッチＣ－１のトルク容量を保持したままクラッチＣ－３を解放し、ブレーキＢ－１を係合することで２速ギヤを形成することができる。その場合、クラッチＣ－３の非係合によりキャリヤＣＲ１はサンギヤＳ２に連係せず、クラッチＣ－１の係合によりキャリヤＣＲ１がサンギヤＳ３に連係すると共に、ブレーキＢ－１の作動でサンギヤＳ２が係止される。 In step S19, it is determined by the shift progress determining means 33 whether or not the second shift end determination is satisfied (that is, whether or not the gear ratio of the second gear is exceeded), and the shift engagement side control means 32 is If the second shift end determination is not satisfied, step S18 is repeated, and if it is satisfied, the process proceeds to step S20 to execute engagement holding completion control C (C control). When the second speed gear is formed, the speed diagram is as shown in FIG. 13, and the clutch C-3 is released while the torque capacity of the clutch C-1 is maintained, and the brake B-1 is engaged. A speed gear can be formed. In this case, the carrier CR1 is not linked to the sun gear S2 due to the non-engagement of the clutch C-3, the carrier CR1 is linked to the sun gear S3 due to the engagement of the clutch C-1, and the sun gear S2 is caused to operate by the operation of the brake B-1. Locked.
　ステップＳ２０（図９の時点ｔ１１～ｔ１２に対応）では、係合保持完了制御Ｃ（Ｃ制御）を実行した後、ステップＳ２１に進む。該係合保持完了制御Ｃにあっては、第２変速の終了後、急勾配で速やかに油圧を上昇させるように制御する。なお、図９の時点ｔ１１～ｔ１２では、実際には、トルク分担変化を２速段にリセットした状態で油圧を上昇させる。 In step S20 (corresponding to time points t 11 to t 12 in FIG. 9), the engagement holding completion control C (C control) is executed, and then the process proceeds to step S21. In the engagement holding completion control C, control is performed so that the hydraulic pressure is rapidly increased at a steep slope after the end of the second shift. Note that, in the period from time t 11 to time t 12 in FIG. 9, the hydraulic pressure is actually increased with the torque sharing change reset to the second gear.
　ステップＳ２１では、変速制御を終了させるか否かを判断する。変速制御を終了しないと判断する間はステップＳ２０を繰り返し、変速制御を終了すると判断した時点で終了する。 In step S21, it is determined whether or not to end the shift control. While it is determined that the shift control is not terminated, step S20 is repeated, and is terminated when it is determined that the shift control is terminated.
　また、図７に示す第２変速解放要素であるクラッチＣ－３の制御では、変速解放側制御手段３１が、ステップＳ３１において５－２変速制御を開始すると、ステップＳ３２において、回転変化量（ShiftＲ）を監視し、該回転変化量（ShiftＲ）が所定の回転変化量を超えているか（ShiftＲ＞ShiftＲallow_rel）否かを判断する。ShiftＲ＞ShiftＲallow_relにならない間（Ｓ３２；ＮＯ）、ステップＳ３２を繰り返し、ShiftＲ＞ShiftＲallow_relになった時点（Ｓ３２；ＹＥＳ）でステップＳ３３に進む。 Further, in the control of the clutch C-3 that is the second shift release element shown in FIG. 7, when the shift release side control means 31 starts the 5-2 shift control in step S31, in step S32, the rotation change amount (ShiftR ) Is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_rel). While ShiftR> ShiftRallow_rel is not satisfied (S32; NO), step S32 is repeated, and when ShiftR> ShiftRallow_rel is satisfied (S32; YES), the process proceeds to step S33.
　ステップＳ３３（図９の時点ｔ１～ｔ４に対応）では、係合保持待機制御を開始した後、ステップＳ３４に進む。該ステップＳ３４では、変速解放側制御手段３１が、変速進行判断手段３３の判断に基づき、第１変速終了判断が成立（３速ギヤが成立）したか否かを判断し、成立しない間、ステップＳ３３を繰り返し、成立した時点でステップＳ３５に進む。 In step S33 (corresponding to time points t 1 to t 4 in FIG. 9), the engagement holding standby control is started, and then the process proceeds to step S34. In step S34, the shift release side control means 31 determines whether or not the first shift end determination is established (the third gear is established) based on the determination of the shift progress determination means 33. S33 is repeated, and when it is established, the process proceeds to step S35.
　ステップＳ３５では、ダウンシフト解放制御（３－２シフトの解放制御）を開始すると共に、初期変速制御を開始し、ステップＳ３６に進む。 In step S35, downshift release control (3-2 shift release control) is started and initial shift control is started, and the process proceeds to step S36.
　ステップＳ３６では、３－２シフトにおける３速以上のギヤ段の成立の有無を監視して第２変速を開始するか否かを判断し、開始しないと判断する間はステップＳ３６を繰り返し、開始すると判断した時点でステップＳ３７に進む。該ステップＳ３７（図９の時点ｔ７～ｔ８）では、一定勾配で油圧を抜くイナーシャ相変速制御を実行して、ステップＳ３８に進む。 In step S36, it is determined whether or not the second shift is to be started by monitoring whether or not the third gear or higher is established in the 3-2 shift, and step S36 is repeated while it is determined not to start. When it is determined, the process proceeds to step S37. In step S37 (time points t 7 to t 8 in FIG. 9), inertia phase shift control is performed to release the hydraulic pressure at a constant gradient, and the process proceeds to step S38.
　ステップＳ３８では、ShiftＲ（回転変化量）を監視し、該回転変化量（ShiftＲ）が所定の回転変化量を超えているか（ShiftＲ＞startＦＢ）否かを判断する。ShiftＲ＞startＦＢにならない間（Ｓ３８；ＮＯ）、ステップＳ３７を繰り返し、ShiftＲ＞startＦＢになった時点（Ｓ３８；ＹＥＳ）でステップＳ３９に進む。 In step S38, ShiftR (rotational change amount) is monitored to determine whether the rotational change amount (ShiftR) exceeds a predetermined rotational change amount (ShiftR> startFB). While ShiftR> startFB is not satisfied (S38; NO), step S37 is repeated, and when ShiftR> startFB is satisfied (S38; YES), the process proceeds to step S39.
　ステップＳ３９（図９の時点ｔ８～ｔ１２）では、変速係合側制御手段３２が、フィードバック制御である回転変化率制御を開始し、速やかに油圧を上昇させていき、ステップＳ４０に進む。該ステップＳ４０では、変速解放側制御手段３１が、変速進行判断手段３３の判断に基づき、第２変速終了判断が成立したか否かを判断し、第２変速終了判断が成立しない間（Ｓ４０；ＮＯ）はステップＳ３９を繰り返し、第２変速終了判断が成立した時点（Ｓ４０；ＹＥＳ）でステップＳ４１に進み、完了制御（図９の時点ｔ１２～ｔ１４）を開始する。 Step S39 In (time t 8 ~ t 12 in FIG. 9), the engaging-side shift control section 32 starts the rotation change rate control is a feedback control, will rapidly increase the hydraulic pressure, the process proceeds to step S40. In step S40, the shift release side control means 31 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied (S40; NO) repeats the step S39, the second shift end judgment is when a condition is satisfied (S40; the process proceeds to step S41 in YES), it initiates a complete control (time t 12 ~ t 14 in FIG. 9).
　また、図８に示す第２変速係合要素であるブレーキＢ－１の制御では、変速解放側制御手段３１が、ステップＳ５１において５－２変速制御を開始すると、ステップＳ５２において、回転変化量（ShiftＲ）を監視し、該回転変化量（ShiftＲ）が所定の回転変化量を超えているか（ShiftＲ＞ShiftＲallow_app）否かを判断する。ShiftＲ＞ShiftＲallow_appにならない間（Ｓ５２；ＮＯ）、ステップＳ５２を繰り返し、ShiftＲ＞ShiftＲallow_appになった時点（Ｓ５２；ＹＥＳ）でステップＳ５３に進む。 Further, in the control of the brake B-1 that is the second shift engagement element shown in FIG. 8, when the shift release side control means 31 starts the 5-2 shift control in step S51, the rotation change amount ( ShiftR) is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_app). While ShiftR> ShiftRallow_app is not satisfied (S52; NO), step S52 is repeated, and when ShiftR> ShiftRallow_app is satisfied (S52; YES), the process proceeds to step S53.
　ステップＳ５３（図９の時点ｔ５～ｔ８）では、解放保持待機制御を開始し、予め設定されている所定時間cnt_Sが０になるまで（cnt_S=０）カウントし、０になった時点でステップＳ５４に進む。上記解放保持待機制御は、或る程度ストロークを詰める（ガタ詰め）制御である。 In step S53 (time points t 5 to t 8 in FIG. 9), release hold standby control is started, and counts until a preset predetermined time cnt_S becomes 0 (cnt_S = 0). Proceed to step S54. The release hold standby control is a control that closes the stroke to some extent (backlash).
　ステップＳ５４では、変速係合側制御手段３２が、変速進行判断手段３３の判断に基づき、第１変速終了判断が成立したか否かを判定し、成立しないと判断する間はステップＳ５４を繰り返し、成立したと判断した時点でステップＳ５５に進む。 In step S54, the shift engagement side control means 32 determines whether or not the first shift end determination is satisfied based on the determination of the shift progress determination means 33, and repeats step S54 while determining that it is not satisfied, When it is determined that it has been established, the process proceeds to step S55.
　ステップＳ５５（図９の時点ｔ８～ｔ１０）では、ダウンシフト係合制御を開始すると共に、サーボ起動制御を開始して、ステップＳ５６に進む。つまり、第１変速制御の終了後、３速ギヤが成立すると、ストロークを安定させるサーボ起動制御を開始して一定圧を出力した後、ステップＳ５６に進む。 In step S55 (time t 8 ~ t 10 in FIG. 9), and starts a downshift engagement control, the start of the servo activation control, the process proceeds to step S56. That is, when the third gear is established after the end of the first shift control, the servo start control for stabilizing the stroke is started and a constant pressure is output, and then the process proceeds to step S56.
　ステップＳ５６では、変速係合側制御手段３２が、ステップＳ５５の制御の実施中において、予め設定されている時間Time_S_Enを所定時間cnt_Sが経過（cnt_S＞Time_S_En）したか否かを判定し、経過しない間はステップＳ５５の制御を繰り返し、経過すれば該制御を停止してステップＳ５７に進む。 In step S56, the shift engagement side control means 32 determines whether or not the predetermined time cnt_S has elapsed (cnt_S> Time_S_En) from the preset time Time_S_En during the execution of the control in step S55, and does not elapse. During this time, the control in step S55 is repeated. If it has elapsed, the control is stopped and the process proceeds to step S57.
　ステップＳ５７（図９の時点ｔ１０～ｔ１１）では、油圧は上げないがトルク増加によって或る程度油圧をコントロールできる状態にする係合制御を開始して、ステップＳ５８に進む。該ステップＳ５８では、変速係合側制御手段３２が、変速の度合いを見て終期制御開始条件が成立したか否かを判定し、終期制御開始条件が成立しないと判定する間はステップＳ５７の係合制御を繰り返し、終期制御開始条件が成立したと判定した時点でステップＳ５９に進む。 In step S57 (time t 10 ~ t 11 in FIG. 9), the hydraulic Although not raise the start of the engagement control for ready to control a degree hydraulic by increased torque, the process proceeds to step S58. In step S58, the shift engagement side control means 32 determines whether or not the end control start condition is satisfied based on the degree of shift, and determines whether or not the end control start condition is not satisfied. The combined control is repeated, and when it is determined that the final control start condition is satisfied, the process proceeds to step S59.
　ステップＳ５９（図９の時点ｔ１１～ｔ１３）では、一定勾配でスイープアップし、ブレーキＢ－１のトルク容量を速やかに上昇させる終期制御を開始して、ステップＳ６０に進む。該ステップＳ６０では、変速係合側制御手段３２が、変速進行判断手段３３の判断に基づき、第２変速終了判断が成立したか否かを判断し、第２変速終了判断が成立しない間はステップＳ５９を繰り返し、第２変速終了判断が成立したと判断した時点でステップＳ６１に進んで、完了制御（図９の時点ｔ１３～ｔ１４）を開始させる。つまり、エンジン２の吹け上がりで回転変化を見ていて、回転変化がギヤ段に到達したと判定した時点でタイミング良く掴むのである。 In step S59 (time points t 11 to t 13 in FIG. 9), sweep-up is performed at a constant gradient, and final control for quickly increasing the torque capacity of the brake B-1 is started, and the process proceeds to step S60. In step S60, the shift engagement side control means 32 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied, step S60 is performed. S59 is repeated, and when it is determined that the second shift end determination has been established, the routine proceeds to step S61, where completion control (time points t 13 to t 14 in FIG. 9) is started. In other words, when the engine 2 is looking at a change in rotation and it is determined that the change in rotation has reached the gear stage, it is grasped with good timing.
　以上説明した本実施の形態では、異なる２つの摩擦係合要素の掴み換えによる変速において、変速解放側制御手段３１は、適切な回転変化を行わせるために必要なクラッチＣ－３（第２変速解放要素）の解放油圧を、ＦＢ制御に基づいて算出して出力する。その際に、クラッチＣ－１（第１変速係合要素）に必要なトルク容量の計算において、クラッチＣ－３のトルク容量を監視し、クラッチＣ－１が十分な反力を持てるように保証することで、クラッチＣ－３によるＦＢ制御を保証することができる。 In the present embodiment described above, the shift release side control means 31 performs the clutch C-3 (second shift shift) necessary for making an appropriate rotation change in the shift by changing the gripping of two different friction engagement elements. The release hydraulic pressure of the release element is calculated and output based on the FB control. At that time, in calculating the torque capacity required for the clutch C-1 (first shift engagement element), the torque capacity of the clutch C-3 is monitored to ensure that the clutch C-1 has a sufficient reaction force. By doing so, the FB control by the clutch C-3 can be guaranteed.
　すなわち、本実施の形態では、変速制御手段３０が、ダウンシフトに際して、第２変速解放要素であるクラッチＣ－３の油圧をＦＢ制御しつつ、該クラッチＣ－３のトルク容量の増加に伴って第１変速係合要素であるクラッチＣ－１のトルク容量を、クラッチＣ－３のトルク容量の変化分より十分に高くなるように制御する。このため、第１変速係合要素のトルク容量不足に起因して掴み換え時に十分な反力を確保できずに、第２変速解放要素のＦＢ制御を適正に行うことができず、回転変化のコントロールが困難になって変速ショックが発生するような不都合の発生を、ダウンシフト変速を的確に行うことで有効に抑制することができる。 That is, in the present embodiment, the shift control means 30 performs FB control of the hydraulic pressure of the clutch C-3 that is the second shift release element during the downshift, and as the torque capacity of the clutch C-3 increases. Control is performed so that the torque capacity of the clutch C-1 as the first shift engagement element is sufficiently higher than the change in the torque capacity of the clutch C-3. For this reason, due to insufficient torque capacity of the first shift engagement element, a sufficient reaction force cannot be ensured at the time of gripping, and the FB control of the second shift release element cannot be performed properly, and the rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
　つまり、２つずつの摩擦係合要素をそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする際に、変速制御手段３０が、クラッチＣ－２とクラッチＣ－３の各トルク容量を順次低減した後、該クラッチＣ－３のトルク容量をＦＢ制御で上昇させつつ再度低減すると共に、該ＦＢ制御によるクラッチＣ－３のトルク容量を監視しつつ、該ＦＢ制御時の反力を成すクラッチＣ－１のトルク容量を、クラッチＣ－３のトルク容量の変化分より十分に高くなるように制御する。これにより、第１変速係合要素であるクラッチＣ－１の十分な反力を保証することで、第２変速解放要素であるクラッチＣ－３のＦＢ制御を保証し、エンジン吹きに対する抑止力を効果的に発生させることができる。 That is, when the two frictional engagement elements are respectively disconnected and connected and downshifted to a shift stage separated by two or more stages via the intermediate stage, the shift control means 30 is connected to the clutch C-2 and the clutch C-2. After sequentially reducing each torque capacity of C-3, the torque capacity of the clutch C-3 is increased and reduced again by FB control, and the torque capacity of the clutch C-3 by FB control is monitored. Control is performed so that the torque capacity of the clutch C-1 that forms the reaction force during the FB control is sufficiently higher than the change in the torque capacity of the clutch C-3. As a result, by ensuring a sufficient reaction force of the clutch C-1 as the first shift engagement element, the FB control of the clutch C-3 as the second shift release element is ensured, and the deterring force against the engine blow is reduced. It can be generated effectively.
　なお、図６のフローチャートを参照して説明した第１変速係合要素であるクラッチＣ－１の制御は、本発明の基礎となる技術においては図１５のフローチャートに示すようになる。本発明の基礎となる技術では、図１５におけるステップＳ８１～Ｓ８５が、本実施の形態における図６のステップＳ１１～Ｓ１５の処理と同じであるが、ステップＳ８６以降の処理が本実施の形態とは異なる。 The control of the clutch C-1 that is the first shift engagement element described with reference to the flowchart of FIG. 6 is as shown in the flowchart of FIG. 15 in the technology that is the basis of the present invention. In the technology that is the basis of the present invention, steps S81 to S85 in FIG. 15 are the same as the processes in steps S11 to S15 in FIG. 6 in the present embodiment, but the processes in and after step S86 are different from the present embodiment. Different.
　すなわち、本発明の基礎となる技術では、ステップＳ８５にて、第１変速終了判断が成立したか否かを判断し、第１変速終了判断が成立したと判断すると（Ｓ８５；ＹＥＳ）、ステップＳ８６に進んで係合保持完了制御を開始し、クラッチＣ－１の油圧サーボの油圧を一定勾配で上昇（スイープアップ）させていく。そして、ステップＳ８７において、変速制御が終了したか否かを判断し、終了したと判断した時点で終了する。 That is, in the technology that is the basis of the present invention, in step S85, it is determined whether or not the first shift end determination is satisfied, and if it is determined that the first shift end determination is satisfied (S85; YES), step S86. Then, the engagement holding completion control is started and the hydraulic pressure of the hydraulic servo of the clutch C-1 is increased (sweep up) at a constant gradient. In step S87, it is determined whether or not the shift control has been completed, and the process ends when it is determined that the shift control has been completed.
　この基礎技術における係合保持完了制御は、本実施の形態における係合保持完了制御とは異なり、クラッチＣ－１への油圧を単に一定のスイープ勾配で上昇させていくだけであるため、図１４に示すように、クラッチＣ－１のトルク容量がクラッチＣ－３のトルク容量を下回って、第１変速係合要素のトルク容量の不足分Ｔｏが生じることになる（同図の時点ｔ２８～ｔ３１）。このため、同じ解放圧を出していてもクラッチＣ－１による反力が不足してエンジン吹きが発生し、同図の時点ｔ３０～ｔ３１に示すような変速ショックＦが発生することになる。また、基礎技術における係合保持完了制御によれば、５→３変速時にはクラッチＣ－２がクラッチＣ－１に掴み換えされるが、クラッチＣ－３はそのままで係合が維持されたためトルク容量不足は発生しない。しかし、引き続き３→２変速する際に、掴みかけたクラッチＣ－１のトルク容量を上げながらクラッチＣ－３を解放してブレーキＢ－１を掴むことで全てコントロール中の油圧となるため、トルク容量不足が発生する虞がある。 Unlike the engagement holding completion control in the present embodiment, the engagement holding completion control in this basic technique simply increases the hydraulic pressure to the clutch C-1 with a constant sweep gradient. As shown, the torque capacity of the clutch C-1 falls below the torque capacity of the clutch C-3, resulting in a shortage To of the torque capacity of the first speed change engagement element (time points t 28 to t in the figure). 31 ). For this reason, even if the same release pressure is applied, the reaction force by the clutch C-1 is insufficient and engine blow occurs, and a shift shock F as shown at time points t 30 to t 31 in the figure occurs. . Further, according to the engagement holding completion control in the basic technology, the clutch C-2 is replaced with the clutch C-1 at the time of 5 → 3 shift, but the clutch C-3 is maintained in the engaged state, so that the torque capacity is maintained. There is no shortage. However, when shifting 3 → 2 continuously, increasing the torque capacity of the clutch C-1 that has been grabbed and releasing the clutch C-3 to grasp the brake B-1 results in all of the hydraulic pressure being controlled. There is a risk of insufficient capacity.
　なお、前述した本実施の形態では、本発明を５－２変速（５→３→２変速）に適用した例を挙げたが、本発明はこれに限らず、例えば５－３変速（５→４→３変速）に適用することもできる。 In the above-described embodiment, the present invention is applied to the 5-2 shift (5 → 3 → 2 shift). However, the present invention is not limited to this. For example, the 5-3 shift (5 → 3) (4 → 3 shift).
　その場合、本実施の形態においてクラッチＣ－１であった第１変速係合要素はそのままクラッチＣ－１であるが、本実施の形態ではクラッチＣ－２であった第１変速解放要素はクラッチＣ－３となり、本実施の形態ではクラッチＣ－３であった第２変速解放要素はクラッチＣ－２となり、本実施の形態ではブレーキＢ－１であった第２変速係合要素はクラッチＣ－３となる。これにより、本実施の形態と同様の効果を得ることができると共に、第１変速係合要素であるクラッチＣ－１を解放した後に、これをそのまま第２変速係合要素として係合させることができることで、互いに異なる２つの摩擦係合要素を第１変速解放要素及び第２変速係合要素としてそれぞれに制御する場合に比して、制御系を簡素にすることができるという効果を得ることができる。 In this case, the first shift engagement element that was the clutch C-1 in this embodiment is the clutch C-1, but the first shift release element that was the clutch C-2 in this embodiment is the clutch C-1. The second shift release element that was the clutch C-3 in this embodiment is the clutch C-2, and the second shift engagement element that was the brake B-1 in the present embodiment is the clutch C-2. -3. As a result, the same effects as in the present embodiment can be obtained, and after releasing the clutch C-1 as the first shift engagement element, it can be directly engaged as the second shift engagement element. As a result, it is possible to obtain an effect that the control system can be simplified as compared with the case where two different friction engagement elements are controlled as the first shift release element and the second shift engagement element, respectively. it can.
　なお、以上説明した本実施の形態では、自動変速機３として、ＦＦタイプの車輌に用いて好適な前進６速及び後進１速を達成するものを例に挙げて説明したが、これに限らず、ＦＲタイプ（フロントエンジン・リアドライブ）やその他のタイプの車輌に用いて好適な自動変速機であっても本発明を適用することが可能である。 In the present embodiment described above, the automatic transmission 3 has been described by taking as an example the one that achieves the preferred 6 forward speed and 1 reverse speed for use in an FF type vehicle, but is not limited thereto. The present invention can be applied even to an automatic transmission suitable for use in an FR type (front engine / rear drive) and other types of vehicles.
　本発明に係る自動変速機の変速制御装置は、乗用車、トラック、バス、農機等に搭載される自動変速機に用いることが可能であり、特に掴み換えによる飛び変速を行うことが可能な自動変速機にあって変速ショックの改善が要求されるものに用いて好適である。 The shift control device for an automatic transmission according to the present invention can be used for an automatic transmission mounted on a passenger car, a truck, a bus, an agricultural machine, and the like, and in particular, an automatic shift capable of performing a jump shift by gripping. It is suitable for use in equipment that requires improvement of shift shock.

Claims (3)

  1. 　変速歯車機構における複数の動力伝達経路を各係合状態により達成する複数の摩擦係合要素を有し、それら摩擦係合要素同士の掴み換えにより変速を行う有段式の自動変速機に用いられるものであって、１回の掴み換えにより、前記複数の摩擦係合要素における２つずつをそれぞれ断・接作動させて中間段を経由して２段以上離れた変速段にダウンシフトする制御を行い得る制御手段を備えた自動変速機の変速制御装置において、
    　前記２つずつの摩擦係合要素は、
    　前記中間段より高速側の高速段では係合状態にあり該高速段から前記中間段への変速時に解放される第１変速解放要素及び前記高速段では係合状態にあり該高速段から前記中間段への変速時には係合を維持しかつ前記中間段より低速側の低速段への変速時には解放される第２変速解放要素と、前記高速段では解放状態にあり前記中間段にて係合されて前記低速段まで該係合を維持する第１変速係合要素及び前記高速段と前記中間段では解放状態にあり前記低速段にて係合される第２変速係合要素と、であり、
    　前記制御手段は、
    　前記ダウンシフトに際して、前記第２変速解放要素の油圧をフィードバック制御しつつ、該第２変速解放要素のトルク容量の増加に伴って前記第１変速係合要素のトルク容量を、前記第２変速解放要素のトルク容量の変化分より十分に高くなるように制御してなる、
    　ことを特徴とする自動変速機の変速制御装置。     It is used in a stepped automatic transmission that has a plurality of friction engagement elements that achieve a plurality of power transmission paths in a transmission gear mechanism according to each engagement state, and performs a shift by re-holding the friction engagement elements. In this case, control is performed by switching each of the plurality of friction engagement elements to a shift stage separated by two or more stages via an intermediate stage by switching and contacting each of the plurality of friction engagement elements by one change of grip. In a shift control device for an automatic transmission provided with control means that can be performed,
    The two frictional engagement elements are:
    The first shift release element that is engaged when the gear shifts from the high gear to the intermediate gear and is engaged when the gear shifts from the high gear to the intermediate gear and the intermediate gear from the high gear to the intermediate gear. A second shift release element that is kept engaged when shifting to a gear and released when shifting to a low-speed gear that is lower than the intermediate gear, and is engaged at the intermediate gear that is disengaged at the high-speed gear. A first shift engagement element that maintains the engagement until the low speed stage, and a second shift engagement element that is in the released state at the high speed stage and the intermediate stage and is engaged at the low speed stage,
    The control means includes
    During the downshift, feedback control of the hydraulic pressure of the second shift release element is performed, and the torque capacity of the first shift engagement element is increased as the torque capacity of the second shift release element is increased. It is controlled to be sufficiently higher than the change in torque capacity of the element.
    A shift control apparatus for an automatic transmission.
  2. 　前記制御手段は、
    　前記ダウンシフトに際して、前記第１変速解放要素と前記第２変速解放要素の各トルク容量を順次低減した後、該第２変速解放要素のトルク容量をフィードバック制御で上昇させつつ再度低減すると共に、該フィードバック制御による前記第２変速解放要素のトルク容量を監視しつつ、該フィードバック制御時の反力を成す前記第１変速係合要素のトルク容量を、前記第２変速解放要素の前記トルク容量の変化分より十分に高くなるように制御してなる、
    　ことを特徴とする請求項１記載の自動変速機の変速制御装置。     The control means includes
    During the downshift, the torque capacities of the first shift release element and the second shift release element are sequentially reduced, and then the torque capacity of the second shift release element is reduced again while being increased by feedback control, While monitoring the torque capacity of the second shift release element by feedback control, the torque capacity of the first shift engagement element that forms the reaction force during the feedback control is changed to the change in the torque capacity of the second shift release element. Controlled to be sufficiently higher than the minute,
    The shift control apparatus for an automatic transmission according to claim 1.
  3. 　前記第１変速解放要素と前記第２変速係合要素とが同じ摩擦係合要素である、
    　ことを特徴とする請求項１又は２記載の自動変速機の変速制御装置。     The first shift release element and the second shift engagement element are the same friction engagement element;
    The shift control apparatus for an automatic transmission according to claim 1 or 2, characterized in that
PCT/JP2008/060358 2007-12-28 2008-06-05 Variable speed controller of automatic transmission WO2009084253A1 (en)

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